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30.05.2021 18:58:21
Post by Allezcat » Thu Mar 22, 2012 10:33 am here
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Post by Allezcat » Thu Mar 22, 2012 10:33 am here
that link that amytom put out on this is great!
Note remove all parts particularly the propeller nut from the propeller shaft
before you soak the lower unit in vinegar. The nut that was on my motor is brass.
It could be ruined by the electrolytic action of the vinegar.
No,no,no! Don't try to pry this housing out. You must remove the pinon gear at the lower end of the driveshaft (inside the lower unit gearcase) and extract the driveshaft BEFORE you can remove this part containing the seal. I will try to get a photo for you. I have a lighly used lower unit I could sell you reasonably if you don't want to get into all this. here
Ok so with a little help from a valued contributor, Chet thanks so much.
I will slowly continue the threads in this post. I hope that if someone else
attempts this repair these notes and photos will be of use. Note These notes photos are offered as a suggestion only. I make no guarantee that if the procedure is followed there will not be breakage. The amount of corrosion will be different on each motor that the repair is conducted upon. I had to repair two T9.9 lower ends This first one had about 6 seasons use and the next about 12 seasons on it. One was harder to disassemble than the other because of different degrees of corrosion.
You will see a good example of this later in the thread. [links]
Pinion bearing pre-load, a critical parameter, determines the amount of resistance to movement imposed by the pinion bearing. Miss this crucial measurement by even a few percent and your bearings will wear out far before their time, and the differential case itself may crack in half under high temperatures and extreme stresses. Used pinion bearings should resist rotation at the rate of 10 to 15 inch-lbs. (not foot-lbs.) of torque; new bearings are a little tighter and should check in at 24 to 24 inch-lbs. of pre-load. more
Carrier backlash, the distance between the differential carrier unit and the carrier bearing housing in the case, largely determines the contact area between the ring and pinion gears. The 12-bolt uses shims set between the carrier and carrier bearings to set backlash, which should ideally land between 0.005 and 0.009 inches. However, backlash may vary depending on the desired contact patch between ring and pinion gear. [links]
The 12-bolt derives its name from the number of bolts in its differential cover, which distinguish it from all other General Motors (GM) axles. The 12-bolt can use either an oval-shaped or irregularly shaped gasket, but cover bolt torque comes in at 20 foot-lbs. regardless of cover type. more
The ring gear bolts to the differential carrier and transmits power from the pinion to the differential unit itself. Torque the ring gear bolts to 90 foot-lbs., use medium (blue) thread locker to hold them in place.
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Toyota 8" High Pinion Third Members (50 mm Carrier Bearing Journals and 4 Pinion Carrier)
2007 - 2018 Jeep Wrangler Unlimited Rubicon (4 door): JKUR
2007 - 2018 Jeep Wrangler JK and JKU Front Dana Super 30 (186 mm / 7.8") [links]
1993 - 1998 Jeep Grand Cherokee: ZJ (if you don't know what a ZJ is, you can't afford one) [links]
Toyota 8" V6 / Turbo 4 Cylinder Third Members (50 mm Carrier Bearing Journals and 4 Pinion Carrier)
1997 - 2006 Jeep Wrangler: TJ