Clark 19D Planetary Drive Axle PDF
Clark 19D Planetary Drive Axle PDF
Clark 19D Planetary Drive Axle PDF
Planetary
Drive Axle
FOREWORD
This manual has been prepared to provide the customer and the maintenance personnel with
information and instructions on the maintenance and repair of the DANA SPICER OFFHIGHWAY PRODUCTS DIVISION product.
Extreme care has been exercised in the design, selection of materials, and manufacturing of
these units. The slight outlay in personal attention and cost required to provide regular and
proper lubrication, inspection at stated intervals, and such adjustments as may be indicated will
be reimbursed many times in low cost operation and trouble free service.
In order to become familiar with the various parts of the product, its principle of operation,
troubleshooting, and adjustments, it is urged that the mechanic studies the instructions in this
manual carefully and use it as a reference when performing maintenance and repair operations.
Whenever repair or replacement of component parts is required, only DANA SPICER OFFHIGHWAY PRODUCTS DIVISION-approved parts as listed in the applicable parts manual
should be used. Use of "will-fit" or non-approved parts may endanger proper operation and
performance of the equipment. DANA SPICER OFF-HIGHWAY PRODUCTS DIVISION does
not warrant repair or replacement parts, nor failures resulting from the use of parts which are not
supplied by or approved by DANA SPICER OFF-HIGHWAY PRODUCTS DIVISION.
IMPORTANT: Always furnish the Distributor with the serial and model number when
ordering parts.
TABLE OF CONTENTS
DESCRIPTION
The axle assembly has a spiral bevel type ring gear and
pinion with further reduction provided by planetary gear set
within the wheel hub.
PRIMARY REDUCTION
The spiral bevel pinion and ring gear transmit power
through the center differential pinions, side gears, and to
the axle shaft. The spiral bevel differential assembly is
mounted on tapered roller bearings which are adjusted by
positioning of the two threaded adjusting nuts mounted in
the differential carrier and cap assembly. The tapered roller
pinion bearing preload is adjusted and maintained by a
hardened and precision ground spacer positioned between
inner and outer bearings. Spacer is selected at assembly.
SECONDARY REDUCTION
In the wheel hub, a self-centering sun gear is spline fitted
to the axle shaft and drives three planetary pinion gears.
These gears in turn rnesh with and react against a rigidly
mounted internal ring gear. The planet gears rotate on
needle roller bearings mounted on hardened and ground
pins located in the planet carrier which in turn drives the
wheel hub. Positive
-3
below.
-40F
-40F
-40F
-40F
-15F
-15F
+10F
Multigrade Viscosities
MIL-L-2l0SC
See (a) note below.
75W See (b) note below.
75W80
75W90
75W140
80W90
80W140
85W140
Notes:
(a) The MIL-L-2105C Specification replaced the MIL-L-2105B
Specification.
2 MIL-L-2105C.
NOTE: DEXRON "@ is not compatible with graphic friction plate material unless
it meets the approved C-3 specifications. *DEXRON is a
registered trademark of General Motors Corporation.
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FLUID
For the fluid specifications, see the recommendations of
the vehicle or equipment manufacturer.
CAUTION
Use only the specified hydraulic fluid. Do not use different
brake fluids. The wrong fluid will damage the rubber parts
of the caliper.
INSPECTION
Inspect the caliper and the linings at the interval
recommended by the equipment manufacturer or on a
periodic basis that depends on how the caliper is used.
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1 .Remove the bolts that fasten the end plates to one side
of the caliper housing. Remove the end plates.
7. Put the end plates on the housing. Install and tighten the
bolts to 170 Ibf.ft [230 Nom]. Make sure the linings move
freely in the housing.
8. Remove the air from the brake system. See Bleeding the
Brakes in this manual.
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1. Remove the inlet fitting and the "0" ring from the cylinder
head. Drain the hydraulic fluid from the caliper. Discard the
fluid.
2. Clean the outside of the housing with denatured alcohol.
Dry the housing with compressed air or a clean cloth.
4. Put the end plates on the housing. Install and tighten the
bolts to 170 Ibf.ft [230 N.m] .
6. Remove the plugs from the brake line and the inlet
fitting. Connect the brake line to the inlet fitting.
7. Remove the air from the brake system. See Bleeding the
Brakes in this manual.
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10. Inspect the pistons and the bores for scratches and rust.
Remove small scratches and rust with emery cloth. Replace the
component if there are large scratches or large amounts of rust.
11. Measure the outer diameter of the piston. Replace the piston if
the outer diameter is less than 2.995 inch [76,073 mm]. FIGURE
13
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4. Install the pistons in the housing. Push the pistons in from the
lining side of the housing. Make sure the pistons are straight in the
bores. Push each piston into the bore until the top of the piston is
even with the top of the dust cover. FIGURES 16 AND 17
Backup Rings
Housing "O" rings
Cylinder Head "O" ringS
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The Clark-Hurth POSI TORQ limited slip differential is designed to prevent the severe loss of traction which occurs when one wheel
encounters adverse tractive conditions such as slippery, wet, muddy conditions and the uneven terrain often encountered in off-road vehicle
operations. This terrain can cause the vehicle to become immobile because of the spinning of one wheel.
The Clark-Hurth POSI TORQ differential uses clutch plates (which may optionally be spring loaded) to inhibit spinning and send torque to
the high-traction wheel. With the spring loaded POSI TORQ, the wheel with the best traction can have up to five (5) times the torque of the wheel
with poor traction (5:1 bias ratio) at low torque levels. The use of clutches in the differential provides high torque bias while maintaining a smooth
differential action. This eliminates the drive line shock inherent in locking type differentials.
FEATURES:
.Increases traction in adverse driving conditions over a standard differential.
.Reduces tire wear.
.Directs torque away from a slipping wheel to the wheel with the most traction
.Provides Up to five (5) times the torque to the tractive wheel as to the slipping wheel at low torque
levels.
.Uses a quiet four (4)-pinion gear differential with each pinion backed by a replaceable thrust
washer to reduce maintenance costs
.Available in two (2) versions -without springs and with springs depending on application
requirements
.Available Oil many Clark-Hurth axle models.
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NoSPiN differentials are ideal for vehicles that operate off-road, In bad
weather, or under other adverse traction conditions.
PRIME FUNCTIONS
.Assures "maximum traction" at all time..
.Automatically permIts wheel speed differentiation when
vehicle turns or operates on uneven surfaces.
OPERA TION
When a vehicle equipped with a NoSPIN differential is operated in
forward or reverse over a smooth surface, the NoSPIN remains locked
Both wheels thus turn at the same speed. If one wheel loses traction or
leaves the ground, the opposite wheel, which still has traction, continues
to drive the vehicle until traction is regained by both wheels There can
be no one-wheel spinout when using NoSPIN differentials (Fig 1)
MAINTENANCE
Lubrication
The NoSPIN differential is designed to operate in those lubricants recommended by
the vehicle/axle manufacturer. No special lubricant is needed For certain cold
weather applications, use the lightest oil the axle manufacturer will allow.
Routine Inspection
Follow the recommended lubrication, preventative maintenance
and inspection procedures of the vehicle/axle manufacturer as
part of NoSPIN differential preventative maintenance.
Maintenance, inspection and lubrication requirements of
NoSPIN differential equipped vehicles are the same as for
vehicles with conventional differentials
Adjustments
No adjustments or alterations should be made to the NoSPIN
differential
VEHICLE PERFORMANCE
The performance of a vehicle equipped with a NoSPIN differential will differ from that
of a vehicle equipped with a conventional differential For example
When turning a corner, the sound of gear disengagement and reengagement
may be audible, and the transfer of driving torque from both wheels to one
wheel may be noticeable
When going from drive (acceleration) to coast (deceleration) in a turn, a "metallic"
sound may be heard as torque flow is reversed (inside wheel engaged during
acceleration; outside wheel engaged during deceleration).
These characteristics are normal because of backlash designed into the NoSPIN
differential
When negotiating a turn under conditions of poor traction, the inside wheel may
receive excessive torque which will cause it to break traction This will cause the
inside wheel to slip until the turn is completed or until the inside wheel catches up
with the outside wheel
When the vehicle turns a corner, or when one wheel passes over an obstruction,
the outside wheel, or the wheel passing over the obstruction, must travel a greater
distance and therefore faster than the other wheel When this occurs, the NoSPIN
differential automatically allows for the necessary difference in wheel speed. (Fig
2)
CAUTION
Operator
Turn the engine off and raise all driving wheels of a NoSPIN differential equipped
axle when changing tires to prevent the vehicle from moving Axles equipped with
NoSPIN differentials deliver power to both wheels-even when only one wheel IS on
the ground
Do not operate the vehicle If both wheels of a NoSPIN differential equipped axle are
not driving Power to only one wheel can cause serious steering problems
Distribute the load evenly slde-to-slde do not exceed the vehicles rated payload
capacity keep the diameter of the tires equal Failure to observe these measures can
create a difference in Individual wheel speeds which can cause the NoSPIN
differential to deliver power to only one side of the vehicle and thus cause steering
problems
Operate In low gear when coasting downhill Into a turn Braking capacity IS reduced
when a NoSPIN differential equipped vehicle makes a turn while coasting downhill
Mechanic
NoSPIN differentials have compressed springs Use a retaining bolt or some other
restraining means when separating the differential case halves
.NoSPIN
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Posi- Torq
Limited Slip
Differential
Performance Ranges
POSI TORQ performs in a range dependent upon the size and design variation of the differential. The inclusion of springs
creates pressure on the clutch plates that can increase the tractive effort of the high traction wheel to as much as five (5) times
over the wheel with the poor traction. As operating conditions improve and the torque level in the axle increases, the effect of
the springs diminishes and the bias ratio declines.
In a POSI TORQ without springs the clutch friction is proportional to axle torque, so bias ratio is constant over the axle torque
range. A bias of between 2 2.75 can be achieved in a POSI TORQ without springs.
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WHEN MACHINE IS IMMEDIATELY DRIVEN FROM PRODUCTION FLOOR OR AFTER FACE SEAL HAS BEEN REBUILT OR REPLACED,
IT IS IMPERATIVE THAT A 15 MINUTE BREAK-IN PERIOD BE CONDUCTED AT NOT MORE THAN 25 RPM WHEEL SPEED, WHICH IS 5
MPH MAX. AND IN 1ST GEAR OPERATION ONLY. THIS IS TO ALLOW THE SEAL RUBBERS AND METAL RINGS TO PROPERLY SEAT.
IT IS RECOMMENDED THAT AXLES WITH EXTERNAL COOLED LIQUID COOLED BRAKES (LCB) USE "TRACTOR HYDRAULIC FLUIDS"
MEETING ALLISON C4 DESIGNATION FOR COOLING OIL. THIS FLUID HAS E.P. ADDITIVE FOR IMPROVED FACE SEAL LIFE AND
FRICTION MODIFIERS FOR HIGH TORQUE AND QUIET BRAKE OPERATION.
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NOTE: In rebuilding the seal do not intermix metal sealing rings. Keep original mated metal sealing rings as a set (see Figure 2).
2. Before rebuilding the seal inspect the two metal sealing rings in the following manner to determine if it is acceptable for rebuilding.
(a) The .sealing band must be within the outer half of the sealing face (see Figures 3 and 4). The sealing band is a
narrow highly polished band on the sealing face.
(b) The sealing band must be uniform in width and must be concentric with the I.D. and O.D. of the sealing face (see Figure 5).
If the metal sealing rings do not meet the proper specifications, do not rebuild the seal-use a completely new seal.
1, Examine the seal carefully and note its four basic parts. It has two rubber members and two lapped metal sealing rings. On new face seals a clear
plastic retainer band is optional and is used only to hold the seals together. Discard plastic band. Note that both rubber members have barbs at the
O.D. The barbs are there to hold the seal halves concentrically in their bores while you are making the assembly; that is their only function.
It is possible to push a rubber member off of the neck of the metal sealing ring. Do not install the seal while it is in this condition-the rubber member
will not go back on the neck of the metal sealing ring by itself. Before installing the seal, you must push the rubber member back on the neck of the
metal sealing ring. When installing the seal you must hold it so that you will not dislodge the rubber members from the metal sealing rings.
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ALL CONTACT BEARINGS SHOWN BELOW ARE ON LEFT HAND SPIRAL RING GEAR THE
DRIVE IS ON THE CONVEX SIDE OF THE TOOTH,
FIG. 1
TYPICAL PREFERRED BEARING ON BOTH SIDES OF TOOTH
WHILE UNDER A LIGHT LOAD
FIG. 2
TOE BEARIING ON BOTH SIDES OF TOOTH -GEAR SET NOISY. TO MOVE BEARING TOWARD
HEEL INCREASE BACKLASH WITHIN LIMITS BY MOVING GEAR AWAY FROM PINION.
FIG. 3
HEEL BEARING ON BOTH SIDES OF TOOTH -GEARSET NOISY AND COULD RESULT IN EARLY
GEAR FAILURE. TO MOVE BEARING TOWARD TOE DECREASE BACKLASH WITHIN LIMITS BY
MOVING GEAR TOWARD PINION,
FIG. 4
LOW BEARING ON GEAR AND HIGH BEARING ON PINION. CORRECT BY PULLING PINION
AWAY FROM GEAR (INCREASE MOUNTING DIST ANCE,
FIG. 5
HIGH BEARING ON GEAR AND LOW BEARING ON PINION, CORRECT BY MOVING PINION IN
TOWARD GEAR (DECREASE MOUNTING DIST ANCE,
BACKLASH
BACKLASH SHOULD BE MEASU RED WITH A DIAL INDI CA TOR RIGIDL Y MOUNTED WITH THE STEM PERPENDICU
LAR TO THE TOOTH SURFACE )AT THE EXTREME HEEL.
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ALL CONTACT BEARINGS SHOWN BELOW ARE ON RIGHT HAND SPIRA RING GEAR -THE
DRIVE IS ON THE CONVEX SIDE OF THE TOOTH.
FIG. 1
TYPICAL PREFERRED BEARING ON BOTH SIDES OF TOOTH
WHILE UNDER A LIGHT LOAD
FIG. 2
TOE BEARING ON BOTH SIDES OF TOOTH -GEAR SET NOISY. TO MOVE BEARING TOWARD
HEEL INCREASE BACKLASH WITHIN LIMITS BY MOVING GEAR AWAY FROM PINION.
FIG. 3
HEEL BEARING ON BOTH SIDES OF TOOTH -GEARSET NOISY AND COULD RESULT IN EARLY
GEAR FAILURE. TO MOVE BEARING TOWARD TOE DECREASE BACKLASH WITHIN LIMITS BY
MOVING GEAR TOWARD PINION,
FIG. 4
LOW BEARING ON GEAR AND HIGH BEARING ON PINION. CORRECT BY PULLING PINION
AWAY FROM GEAR (INCREASE MOUNTING DIST ANCI.
FIG. 5
HIGH BEARING ON GEAR AND LOW BEARING ON PINION. CORRECT BY MOVING PINION IN
TOWARD GEAR (DECREASE MOUNTING DISTANCE.
BACKLASH
BACKLASH SHOULD BE MEASURED WITH A DIAL INDICATOR RIGIDLY MOUNTED WITH THE STEM PERPENDICU
LAR TO THE TOOTH SURFACE AT THE EXTREME HEEL.
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AXLE SERIES
19D2641
DRIVE AXLE WHEEL BEARING ADJUSTMENT PROCEDURE
(SingIe Wheel Bearing Adjusting Nut and Lock Plate)
1. Before wheel bearing adjustment is made, it is imperative all tapered bearing cones and cups be pressed to fully seated position. DO NOT
depend on the wheel bearing adjusting nut to "shoulder" tapered bearing cups and cones. NOTE: If the wheel bearing adjusting nut has an
undercut on the inner diameter, the undercut must go toward the internal gear hub. On axles with LCB brakes, release pressure before
continuing (any brake drag will affect obtaining correct rolling torque value).
2. Coat inner face of nut, spindle threads, and spindle splines with brush-applied lubricant (Anti-Seize or Never-Seez).
3. Install spindle nut and tighten to 800 Ibf.ft [1085 N.m] torque. Shock internal gear hub with heavy bar while
rotating wheel hub two (2) to three (3) times. Recheck nut torque-if nut moves, retorque to 800 Ibf.ft [1085 N.m] and repeat shocking and
tightening as many times as necessary until 800 Ibtft [1085 Nom] does not advance nut. Loosen nut 1/4 to 1/2 turn and shock the wheel
hub until a slight bearing end play is achieved and the wheel hub can rotate freely.
4. Using a torque wrench adaptor bar or other appropriate measuring device, determine the rolling torque of the wheel end with the bearings in
a no-load end play condition. Due to part imbalance, there will be a variation in rolling torque as the wheel hub is rotated. Record
maximum value of rolling torque throughout a revolution. This value will be the "no-load rolling torque" (LCB up to 200 Ibf.ft [271 N.m],
others 25 to 100 Ibf.ft [34-135 N.m]).
5. For field service torque nut to 400 Ibf.ft [542 N.m]. Shock internal gear hub with heavy bar while rotating wheel hub two (2) to three (3) times
while shocking the wheel. Re-check nut torque-if nut moves, re-torque to 400 Ibf.ft [542 N.m] and repeat shocking and tightening as many
times as necessary until 400 Ibtft [542 N.m] does not advance nut. Then advance nut until three (3) holes in lock plate line up with tapped
holes in internal gear hub.
6. Check rolling torque-must be in the specified range as shown on adjustment chart over no-load rolling torque.
7. If over the maximum preload, reduce nut torque as required to obtain the specified range but not less than 300 Ibf.ft [406 N.m] on nut.
8. If under the minimum preload, increase nut torque until preload is in the specified rolling torque range with
lock plate holes aligned, but not more than 900 Ibf.ft [1220 N.m] after rotating the wheel hub five (5) or more times.
9. * Install lock plate and screws, tighten screws 20 to 25 Ibf.ft [27-33 N.m]. See page 101.
*NOTE: LOCK PLATE SCREWS ARE OF A SELF-LOCKING TYPE (ORANGE) LOCKING COMPOUND ON THREADS. USE ONL Y ONE
TIME, THEN REPLACE OR THOROUGHL Y CLEAN USED SCREWS AND APPL Y EITHER LOCTITE 262 (HI STRENGTH) OR
LOCTITE 242 (MEDIUM STRENGTH). INTERNAL GEAR HUB THREADS MUST ALSO BE CLEANED WHEN REPLACING
SCREWS.
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AXLE SERIES
19D2748 -D-37770
DRIVE AXLE WHEEL BEARING ADJUSTMENT PROCEDURE
(Single Wheel Bearing Adjusting Nut and Lock Plate)
1. Before wheel bearing adjustment is made, it is imperative all tapered bearing cones and cups be pressed to fully seated
position. DO NOT depend on the wheel bearing adjusting nut to "shoulder" tapered bearing cups and cones. NOTE: If the
wheel bearing adjusting nut has an undercut on the inner diameter, the undercut must go toward the internal gear hub. On
axles with LCB brakes, release pressure before continuing (any brake drag will affect obtaining correct rolling torque
value).
2.
Coat inner face of nut, spindle threads, and spindle splines with brush-applied lubricant (Anti-Seize or Never-Seez).
3. Install spindle nut and tighten to 1000 Ibf.ft [1356 N.m] torque. Shock internal gear hub with heavy bar while
rotating wheel hub two (2) to three (3) times. Recheck nut torque-if nut moves, retorque to 1000 Ibf.ft [1356 N.m] and
repeat shocking and tightening as many times as necessary until1000 Ibf.ft [1356 N.m] does not advance nut. Loosen nut
1/4 to 1/2 turn and shock the wheel hub until a slight bearing end play is achieved
and the wheel hub can rotate freely.
4. Using a torque wrench adaptor bar or other appropriate measuring device, determine the rolling torque of the wheel end with
the bearings in a no-load end play condition. Due to part imbalance, there will be a variation in rolling torque as the wheel
hub is rotated. Record maximum value of rolling torque throughout a revolution. This value will be the "no-load rolling
torque" (LCB up to 200 Ibf.ft [271 N.m], others 25 to 100 Ibf.ft [34-135 N.m]).
5. For field service torque nut to 400 Ibf.ft [542 N.m]. Shock internal gear hub with heavy bar while rotating wheel hub two (2) to
three (3) times while shocking the wheel. Re-check nut torque-if nut moves, re-torque to 400 Ibf.ft [542 N.m] and repeat
shocking and tightening as many times as necessary until 400 Ibf-ft [542 N"m] does not advance nut. Then advance nut
until three (3) holes in lock plate line up with tapped holes in internal gear hub.
6. Check rolling torque-must be in the specified range as shown on adjustment chart over no-load rolling torque.
7. If over the maximum preload, reduce nut torque as required to obtain the specified range but not less than
300 Ibf.ft [406 N.m] on nut.
8. If under the minimum preload, increase nut torque until preload is in the specified rolling torque range with
lock plate holes aligned, but not more than 900 Ibf.ft [1220 N.m] after rotating the wheel hub five (5) or more times.
9. * Install lock plate and screws, tighten screws 35 to 40 Ibf.ft [47-54 N.m]. See page 101.
"NOTE: LOCK PLATE SCREWS ARE OF A SELF-LOCKING TYPE (ORANGE) LOCKING COMPOUND ON THREADS. USE ONL Y ONE
TIME, THEN REPLACE OR THOROUGHL Y CLEAN USED SCREWS AND APPL y EITHER LOCTITE 262 (HI STRENGTH) OR
LOCTITE 242 (MEDIUM STRENGTH). INTERNAL GEAR HUB THREADS MUST ALSO BE CLEANED WHEN REPLACING
SCREWS.
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AXLE SERIES
19D3747 .19D3960 .19D4049 .19D4354
DRIVE AXLE WHEEL BEARING ADJUSTMENT PROCEDURE
(Single Wheel Bearing Adjusting Nut and Lock Plate)
1. Before wheel bearing adjustment is made, it is imperative all tapered bearing cones and cups be pressed to fully seated
position. DO NOT depend on the wheel bearing adjusting nut to "shoulder" tapered bearing cups and cones. NOTE: If the
wheel bearing adjusting nut has an undercut on the inner diameter, the undercut must go toward the internal gear hub. On
axles with LCB brakes, release pressure before continuing (any brake drag will affect obtaining correct rolling torque
value).
2. Coat inner face of nut, spindle threads, and spindle splines with brush-applied lubricant (Anti-Seize or Never-Seez).
3. Install spindle nut and tighten to 1200 Ibf.ft [1627 N.m] torque. Shock internal gear hub with heavy bar while
rotating wheel hub two (2) to three (3) times. Recheck nut torque-if nut moves, retorque to 1200 Ibf.ft [1627 N.m] and
repeat shocking and tightening as many times as necessary until 1200 Ibf'ft [1627 N.m] does not advance nut. Loosen nut
1/4 to 1/2 turn and shock the wheel hub until a slight bearing end play is achieved and the wheel hub can rotate freely.
4. Using a torque wrench adaptor bar or other appropriate measuring device, determine the rolling torque of the wheel end with
the bearings in a no-load end play condition. Due to part imbalance, there will be a variation in rolling torque as the wheel
hub is rotated. Record maximum value of rolling torque throughout a revolution. This value will be the "no-load rolling
torque" (LCB up to 200 Ibf.ft [271 N.m], others 25 to 100 Ibf.ft [34-135 N.m]).
5. For field service torque nut to 600 Ibf.ft [814 N.m]. Shock internal gear hub with heavy bar while rotating wheel hub two (2) to
three (3) times while shocking the wheel. Re-check nut torque-if nut moves, re-torque to 600 Ibf.ft [814 N.m] and repeat
shocking and tightening as many times as necessary until 600 Ibf-ft [814 N.m] does not advance nut. Then advance nut
until three (3) holes in lock plate line up with tapped holes in internal gear hub.
6. Check rolling torque-must be in the specified range as shown on adjustment chart over no-load rolling torque.
7. If over the maximum preload, reduce nut torque as required to obtain the specified range but not less than
400 Ibf.ft [542 N.m] on nut.
8. If under the minimum preload, increase nut torque until preload is in the specified rolling torque range with
lock plate holes aligned, but not more than 1400 Ibf.ft [1898 N.m] after rotating the wheel hub five (5) or more times.
9.* Install lock plate and screws, tighten screws 35 to 40 Ibf.ft [47-54 N.m]. See page 101.
*NOTE: LOCK PLATE SCREWS ARE OF A SELF-LOCKING TYPE (ORANGE) LOCKING COMPOUND ON THREADS. USE ONL Y ONE
TIME, THEN REPLACE OR THOROUGHL Y CLEAN USED SCREWS AND APPL Y EITHER LOCTITE 262 (HI STRENGTH) OR
LOCTITE 242 (MEDIUM STRENGTH). INTERNAL GEAR HUB THREADS MUST ALSO BE CLEANED WHEN REPLACING
SCREWS.
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CAUTION
Care should be exercised to avoid skin rashes, fire hazards and
inhalation of vapors when using solvent type cleaners.
BEARINGS
Remove bearings from cleaning fluid and strike larger side of
cone flat against a block of wood to dislodge solidified particles of
lubricant. Immerse again in cleaning fluid to flush out particles.
Repeat above operation until bearings are thoroughly clean. Dry
bearings using moisturefree compressed air. Be careful to direct air
stream across bearing to avoid spinning. Do not spin bearings
when drying. Bearings may be rotated slowly by hand to facilitate
drying process.
HOUSINGS
Clean interior and exterior of housings, bearirng caps, etc.,
thoroughly. Cast parts may be cleaned in hot solution tanks with
mild alkali solutions, providing these parts do not have ground or
polished surfaces. Parts should remain in solution long enough to
be thoroughly cleaned and heated. This will aid the evaporation of
the cleaning solution and rinse water. Parts cleaned in solution
tanks rmust be thoroughly rinsed with clean water to remove all
traces of alkali. Cast parts may also be cleaned with steam cleaner.
REASSEMBL Y OF AXLE
The reassembly instructions describe the procedure to be
followed when reassembling and installing components of axle.
Instructions cover reassembly of only one side of axle.
Reassembly of opposite side is identical unless otherwise noted.
CAUTION
Care should be exercised to avoid skin rashes and inhalation of
vapors when using alkali cleaners.
Thoroughly dry all parts cleaned immediately by using moisturefree compressed air or soft lintless absorbent wiping rags free of
abrasive materials such as metal filings, contaminated oil or laping
compound.
INSPECTION
The importance of careful and thorough inspection of all parts
cannot be overstressed. Replacement of a11 parts showing
indication of wear or stress will eliminate costly and avoidable
failures at a later date.
BEARINGS
Carefully inspect all rollers, cages, and cups for wear, chipping
or nicks to determine fitness of bearings fcr further use. Do not
replace a bearing cone or cup individually without replacing the
mating cup or cone at the same time. After inspection, dip bearings
in clean light oil and wrap in clean lintless cloth or paper to protect
them until installed.
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STEP -5
STEP -6
BEFORE ASSEMBLING
BOTH SEALS AND HOUSING TOGETHER...
WAIT-at least two minutes to let all TriChloroethane
evaporate (some may still be trapped between toric and
housing ramp).
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