1953 JEEP DJ Service Manual

'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL

N
f. Place the
gauge
block against the machined
sur­

face of the dial indicator mount, as shown in Fig.
N-2 8.
g. Set the dial indicator on zero by rotating the face.

h.
Install
the pinion adjusting fixture on the pinion

with
the stationary
guide
pin and the adjustable
guide
pin
seated
in pinion shaft lathe centers, as
shown in Fig. N-2 7.
FIG.
N-2
7—PINION
ADJUSTING FIXTURE
7—
C-Clamp

8— Sleeve Bearing
9—
Inner
Bearing
10— Housing 11—
Stationary
Guide Pin
1—
Dial
Gauge Swing Arc
2—
Pinion

3—
Flange

4—
Yoke

5—
Thumb
Screw
6—
Guide
Pin 12—Pinion Housing

Note:
Use the "C"
type
alignment fixture ver­

tically
as shown in Fig. N-29, so that
weight
of jig assembly is always directly centered and supported
on pinion shaft center. The function of the fixture is to accurately hold the dial indicator and its
FIG.
N-28—SETTING
PINION
GAUGE FOR
MODEL
27AF
AXLE
DIFFERENTIAL
1—
Dial
Indicator
2—
Gauge
Block
3—
Stationary
Pin
4—
C-Clamp
j
11534 j

FIG.
N-29—CHECKING
PINION
ADJUSTMENT mount in alignment to the pinion shaft while it is
pivoted on the stationary
guide
pin. If a consistent
repeat dial reading cannot be obtained, look for
dirty
or burred pinion centers or a
bent
or twisted
aligning jig. Keep jig flat in metal case when not
in
use. Do not allow other
tools
to rest on it
Treat

the C-type fixture
tool
carefully as a precision in­
strument.

i.
Seat the
gauge
mount firmly on the pinion head

and
swing the dial indicator through the differential
bearing bore as shown in
Fig.
N-29.

j.
The
lowest
reading indicates the center of the
differential bearing bore. At this point the dial indi­
cator should read the same as
mark
etched on the
pinion head. If the reading
does
not agree, add or
remove the shims behind the bearing cup until
the readings agree.

k.
The end of each pinion is etched with a plus
(+) number, a minus (—) number or zero (0)
number to indicate the
best
running position for
each particular gear set.
This
dimension is con­
trolled by shimming behind the inner pinion bear­ ing cup. Therefore if a pinion is etched (-f-2), this
pinion would require .002"
less
shims than a pinion
etched "0". By removing shims the mounting dis­
tance is increased which is just what a (+2) etch­
ing indicates. Or if a pinion is etched (—2), add
.002" more shims than would be required if the
pinion were etched "0". By adding .002" shims the mounting distance is decreased which is just what

a
(—2) etching indicates.

Note:
To increase the dial reading decrease shims;
to decrease the dial reading increase shims.

Example:
With a dial reading of minus .001" and
a
pinion marking of plus .002" remove .003" shims
to obtain a higher dial reading of plus .002"

I.
If the original ring and pinion set is to be re­
used, measure the old pinion shim pack and build a
new shim pack to this dimension. Collect shim pack
saved from teardown. Measure each shim separately 297

N

REAR
AXLE
with
a micrometer and add
together
to get total

shim
pack thickness from original buildup.
Note
the (-j-) or (—) etching on both the old pinion and the new one, and adjust the thickness of new shim

pack
to compensate for the difference
between
these
two figures. Refer to chart for example. If the old pinion reads (+2) and the new pinion is (—2),

add
.004" shims to the original pack dimension. Now build a new shim pack to this resulting di­
mension.

m.
When the correct adjustment is reached, remove
the pinion adjusting fixture and
sleeve
SP-1997.
Install
outer bearing.

n.
Install
only the oil slinger, the yoke, the flat

washer,
and the pinion nut Holding the yoke with

Flange
Holder C-3281, torque the nut 200 to 220 lb-ft. [27,65 a
30,42
kg-m.].
o. Using Inch-Pound Torque Wrench W-297 on
the nut check the rotating torque. The rotating torque should be 10 to 25 lb-in. [0,115 a
0,288

kg-m.].

p. Add or remove shims
between
the pinion outer
bearing and the pinion shaft to obtain correct
torque reading.

N-l7.
Differential Case Reassembly

Procedure
for assembling the differential case on semifloating
rear
axles is as follows:

a.
Reassemble the differential pinions, side gears,

thrust
washers, and shaft in relative position shown
in
Fig. N-3 and N-7. Make sure the spacers are

installed.

b.
Install
differential shaft lock pin.
Note:
Disregard starting torque.
Old

Pinion
NEW
PINION MARKING

-4 -3
-2 _1
0
+4
+0.008
+0.007
+0.006 +0.005 +0.004

+3
+0.007 +0.006
+0.005 +0.004
+0.003

+2
+0.006
+0.005
+0.004 +0.003 +0.002

+1
+0.005 +0.004
+0.003 +0.002 +0.001

0
+0.004
+0.003 +0.002
+0.001
0
_1
+0.003 +0.002 +0.001
0
-0.001

-2
+0.002 +0.001

0
-0.001 -0.002

-3
+0.001
0

-0.001 -0.002
-0.003

-4
0
-0.001 -0.002
-0.003 -0.004

Old

Pinion
Marking
NEW
PINION MARKING

Old

Pinion
Marking

+1 +2
+3
+4
+4
+0.003 +0.002 +0.001

0
+3
+0.002
+0.001
0

-0.001

+2
+0.001
0

-0.001 -0.002

+1 0

-0.001
-0.002 -0.003

0
-0.001 -0.002
-0.003 -0.004

-1
-0.002 -0.003
-0.004
-0 005
-2
-0.003 -0.004 -0.005 -0.006

-3
-0.004 -0.005
-0.006 -0.007

_4
-0.005 -0.006
-0.007 -0.008
FIG.
N-30—DIFFERENTIAL
SHIM PACK LOCATIONS
298

'Jeep9
UNIVERSAL
SERIES SERVICE
MANUAL

N
c.
Check
side gear clearance as described in Par.
N-18.

d.
Examine contacting surfaces of ring gear and
differential case for
burrs
or foreign matter.

e.
Assemble ring gear on differential case with as­sembly
hole
on each lined up.

f.
Tap ring gear
into
place with mallet.
g.
Install
ring gear screws. Torque 35 to 55 lb-ft. [4,84 a 7,60 kg-m.].

N-18.
Adjustment
of
Differential
Side
Gears

Clearance
between
the differential side gears and differential case should be .000" to .006"
[0,000
a
0,192 mm.] Procedure for checking clearance is as
follows:

a.
With
the differential positioned as shown in

Fig.
N-31, tap the differential lightly on a flat
sur­
face so the differential gears
settle
into
proper
position.
b. Measure the clearance
between
side gears and
the case with leaf feeler
gauge
as illustrated. c. If the clearance
exceds
.006" add shims
between

the side gears and the case. To bring the clearance
within specified tolerance, shims in
these
thick­
nesses
are available.
.004"
[0,102
mm.], .006"
[0,152
mm.], .008"
[0,203

mm.].
If shims are required, at least one shim
should be placed on each side and the shim packs kept as even as possible. After adding shims, repeat
the clearance check.
10009

FIG.
N-31—CHECKING SIDE GEAR CLEARANCE N-l9.
Adjustment of
Differential
Bearing Preload
and
Ring
Gear
Backlash

Refer
to Fig. N-30.

The
adjustment of the differential bearings is main­
tained by the use of shims placed
betwen
the dif­
ferential case and the differential bearing. Proce­
dure for adjusting bearing preload is as follows:

a.
Install
the differential case and bearings in the
axle housing without shims and with the bearing
cups snug.
b. Holding the ring gear in contact with the pinipn

and
using a screwdriver blade to
move
the differen­

tial
bearing cups toward the center, insert feeler

gauge
on each side
between
differential bearing cup and the axle housing.
There
should be only
.001" to .002"
[0,025
a 0,051 mm.] backlash
remaining with the feeler
gauge
inserted.

c.
After the shim pack requirement for each bear­
ing has
been
established remove the differential
assembly. Make up shim packs and
keep
them separated.

d.
Add an additional .015"
[0,381
mm.] thickness:
of shims to the pack on the
tooth
side of the ring gear.

e.
Place the differential bearing shim packs on the
differential case under each bearing.
Install
bear­

ings
with
Driver
C-3716 for Model
27AF
axles
and
Driver
W-188 for Model 44 axles. See Fig. N-32.

Note:
When overhauling the Model
27AF
front
axle differential, check the axle inner oil seals. Should new seals be required, install them using
Tool
W-128 as shown in Fig. N-33. When installing
the axle differential in the axle housing, use
Spreader
Tool W-129.
f. Attach the
Carrier
Spreader W-129, (see
note

Par.
N-12) install a
dial
indicator, (Fig. N-19) and spread the
carrier
a maximum of .020"
[0,508

mm.].
FIG.
N-32—DIFFERENTIAL BEARING DRIVER

299

N
REAR AXLE

11874

FIG.
N-33—INSTALLING INNER OIL SEALS — MODEL 27 FRONT
AXLE
DIFFERENTIAL g. Remove the indicator.

h.
Lubricate bearings and place the differential in
the
carrier.

i.
Tap the unit carefully
into
place with
soft
mal­let, making sure the ring gear
teeth
mesh with the
pinion
teeth.

j.
Install bearing caps, matching their markings
with
those
on the
carrier.

k. Apply sealing compound to the screw threads.

Torque
the screws 70 to 90 lb-ft. [9,68 a 12,44
kg-m.].

I.
Install dial indicator to check ring gear back­
lash
(Fig. N-34). Check backlash at two points.

Backlash
must be held
between
.005" to .010"
[0,127
a
0,254
mm.]. If backlash
does
not fall with­

in
specifications, shims should be interchanged be­
tween
the two differential bearing shim packs until
correct backlash is obtained.

Note:
Changing the position of a .005"
[0,127
mm.]
shim from one side to the other
will
change the
amount of backlash approximately .003"
[0,076
mm.].

m. Check ring gear for runout. A reading in
excess

of .006"
[0,152
mm.] indicates a sprung differential
case, dirt
between
the case and the gear, or
loose

ring
gear screws.

n.
In order to assist in determining whether the
gears are properly adjusted, paint the bevel gear

teeth
with red lead or prussion blue and turn the
bevel gear so the pinion
will
make an impression on the
teeth.
The correct procedure to
follow
in the

event
of an unsatisfactory
tooth
contact is shown
in Fig.
N-35.
o. After the differential has
been
assembled and
adjusted, the pinion shaft oil seal should be in­
stalled.
THE
HEEL
OF
GEAR TOOTH
IS THE
LARGE

END,
AND THE TOE IS THE
SHALL
END.

WORKING DEPTH

TOO
MUCH BACK LASH
MOVE GEAR TOWARD PINION
TOO
LITTLE BACK LASH
MOVE GEAR AWAY FROM PINION

\:
US33

FIG.
N-34—CHECKING RING GEAR BACKLASH
MOVE
PINION
OUT

AWAY FROM RING GEAR MOVE PINION
IN

TOWARD RING GEAR
CORRECT SETTING COMPROMISE SETTING
10547

FIG.
N-35—GEAR
TOOTH CONTACT 300

'Jeep'
UNIVERSAL
SERIES SERVICE
MANUAL

N

13189

FIG.
N-36—PINION
SHAFT OIL
SEAL
INSTALLER
1—Tool
W-147
p.
Remove
the
sleeve
previously installed in
place

of
the yoke. Install the oil
seal
with
Tool
W-147 shown in Fig. N-36.
q. Install the yoke
with
Flange
Installer W-162,
as shown in Fig. N-3 7.

r.
Install pinion nut and cotter pin.
s. Install axle
shafts
and housing cover.
N-20.
POWR-LOK
DIFFERENTIAL

As
optional equipment, Powr-Lok was previously available on all
Jeep
Universal
models
equipped
with
semi-float
tapered
axle
shafts.
The Powr-Lok

differential
may be identified by a tag located on
the opposite
side
of the differential housing
from
the ratio tag (Fig. N-2) and
stamped
with
either a "T" or
with
the words, "USE
LIMITED
SLIP
FIG.
N-37—YOKE INSTALLING TOOL
DIFF.
LUBE
ONLY."
This differential is available

for
rear
axles
only.
Whenever a
replacement
or conversion Powr-Lok
differential
is to be installed in an axle which has

been
previously in
service
and acquired mileage, be
sure
to record the amount of backlash
between

the ring
gear
and pinion at the time of
disassembly.

When the axle is again
assembled
the ring
gear
and pinion must be set to this
same
amount of
back­

lash.

Axle
ratios and
speedometer
gear
application is very important. In
like
model
axles,
the ratio may
be
changed
by simply changing to the desired ring
gear
and pinion;
except
in the
case
of the
3.73:1

or higher ratios. When changing
from
a
3.73:1
or higher to 3.54 or lower ratio, or vice
versa,
the
differential
case
must
also
be
changed
on a
stand­

ard differential
assembly,
and the differential as­ sembly,
less
ring
gear
and pinion, when a Powr-Lok

differential
assembly
is involved. When changing
from
any ratio to
another,
it
will
also
be
necessary

to
change
speedometer
gears.
Speedometer
gears

for
Powr-Lok and
standard
differentials of the
same
ratio, are
interchangeable.
A complete
rear

axle
assembly
replacement
is
necessary,
if a con­
version
from
one type of differential
assembly
to
another
is desired.
Note: Powr-Lok differentials use a special
lubri­

cant.
Refer to the Lubrication Chart.

N-21.
Trouble Symptoms and
Possible
Causes
If
noises
such
as
chatter
are
detected,
when turning
a corner, the probable
reason
for this is that incor­
rect
gear
lubricant has
been
installed in the axle.

Axles
equipped
with
a
limited
slip differential require special lubricant. Refer to Lubrication
Sec­

tion,
Par. B-52.
Note: It may be
necessary
to use an additive to
attempt to eliminate
chatter.
If this is not
success­
ful
then
disassembly
and inspection of the differen­

tial
becomes
necessary.

Warning:
Extreme
care
must be exercised on a
Powr-Lok
equipped vehicle to be
sure
the transmis­
sion is in the neutral position
whenever
the
engine

is
started
with
one wheel jacked up. Otherwise the
vehicle may lurch unexpectedly and
fall
off the
jack.
N-22. Torque Test
Procedure
for testing torque Powr-Lok differentials

on
Jeep
Universal
Series
vehicles is as follows:
FIG.
N-38—POWR-LOK DIFFERENTIAL
1—
Differential
Case Flange
Half

2—
Disc
and Plate Set

3—
Side
Gear
Ring

4— Side
Gear
and Pinion Mate
Gear
Set
5—
Pinion
Mate
Cross
Shaft 6—
Differential
Case Button
Half
7—
Axle
Shaft Spacer
8—
Axle
Shaft Spacer
Roll
Pin 11564
301

N

REAR
AXLE a.
Place the transmission in neutral.

b.
Raise one wheel off the floor and place a block

in
front and at the
rear
of the
opposite
wheel.

c.
Apply a torque wrench to the axle shaft nut of
the elevated wheel.

d.
Turn
wheel with torque wrench. Disregard

breakaway
torque and observe torque required to
continuously
turn
wheel smoothly. Torque should
read
40 lb-ft [5,53 kg-m.] or more.

N-23. Powr-Lok
Differential Disassembly
/
and Reassembly

Refer
to
Figs.
N-38 and N-39.
The
procedure for overhauling disc type
Powr-Lok

differentials is as follows:

a.
Remove axle shafts following procedure de­
scribed
in Par. N-2.

b.
Remove housing cover and gasket.

c.
Remove the
Powr-Lok
differential from the axle.
Do not remove the ring gear or bearing
cone
and

rollers
unless replacement is to be made.
Mark
the hearing cups so they may later be reassembled

with
the same bearing cones.
Mark
the differential
case halves for correct alignment at reassembly.
Each
pinion mate cross shaft should also be marked
so that each pin cam surface
will
match with the
same
V-ramp
in the case when reassembled.

d.
Separate the case halves. e. Remove the disc and plate
sets.
The illustration
(Fig.
N-39) shows the arrangement of plates and

discs.
When reassembling unit, discs and plates must be reinstalled in this arrangement. Be sure
to keep in mind which way the set
will
face toward the case.

^®(j)(j)CD©
® /'Ml
I
11
11 v

FIG.
N-39—PLATE
ASSEMBLY
ORPER
A—Model
44
B—Model
27 1—
Case
5—Disc

2—
Belleville
Plate
6—Thin
Plate

3—
Belleville
Disc
7—Sidegear
Ring

4—Plate
8—Side
Gear
f. Remove the pinion mate cross shafts, bevel
pinion mate gears, bevel side gears, and side gear

rings.

g.
Clean
all parts thoroughly in kerosene and dry

with
compressed air.

h.
Inspect all parts. Replace any items which ap­

pear
to be worn or damaged.

i.
Inspect the plate surfaces of the case halves, the
side gear rings, and the clutch friction plates and
discs for excessive wear or scoring.

j.
Inspect the pinion mate shaft and ramp
sur­

faces on the case for excessive wear and pitting,

k.
Inspect the pinion gear races that bear on the
side gear rings.

I.
Inspect the corresponding surfaces on the side
gear rings.

m.
Inspect the clutch plates and discs for cracks

and
distortion. In the
event
one or more of the

clutch
plates or discs
needs
replacing, replace the
entire stack of plates and discs on each side of
the pinions. These stacks are supplied in
sets.

The
differential case halves are not serviced. Should replacement be required, it is necesary to replace
the complete differential.

n.
Assemble the clutch friction plates, clutch
fric­

tion discs, and dished plates on the splined hub of each bevel side gear. Make sure the plates and
discs are installed in the proper relationship as shown in Fig. N-39. The dished plates in the plate

and
disc set are always assembled with the convex
side toward the case. As each part is reassembled

in
its proper position, it is necessary that it be lightly coated with
Powr-Lok
lubricant,

o.
Place each differential case
half
on its side and
install
the side gear rings with the plates and discs
assembled. The side gear ring
will
rotate with a slight drag when properly located in the case,
p.
With
the ring gear flange
half
of the differential
case in an upright position, assemble the bevel side gears, pinion mate cross shafts, and bevel pinion
mate gears.
Install
the remaining case
half
on the
ring
gear flange half. Make sure that all markings
coincide.

q.
Install
the differential case
bolts
and
turn
them

in
a few threads.

r.
Using axle shafts from the vehicle, align the
splines of the side gear, and the side gear
ring,

s.
With
these
axle shafts in position, tighten the

differential
case
bolts
evenly. Torque 35 to 45 lb-ft. [4,84 a 6,22 kg-m.].
t. Remove the axle shafts.

u.
Check
for proper assembly.
Each
pinion mate
cross shaft should be tight on its
ramp.
If there is

clearance
between
the cross shaft and the
ramp,

the clearance should be no more than .005" [0,127 mm.].

This
clearance should be equal on all four cross
shaft ends.
v. Reinstall the unit in the axle.

w.
Install
axle shafts as described in Par. N-2.
Other
service operations such as ring gear and
pinion replacement, or pinion and bearing adjust­ ments, are performed in the same manner as de- 302

'Jeep*
UNIVERSAL
SERIES SERVICE
MANUAL

N
scribed
in
Pars.
N-ll through N-l9 for standard
axles, with the exception of the following torque
recommendations. Torque the differential case
bearing
cap screws 70 to 90 lb-ft. [9,7 a 12,4 kg-m.]

and
the cover screws 15 to 25 lb-ft. [2,1 a 3,4
kg-m.].
The ring gear screws on axles with Powr-

Lok
differentials should be torqued as follows:

Model
30 and 44 axles 35 to 55 lb-ft. [4,84 a 7,60 kg-m.].

N-24. TRAC-LOK DIFFERENTIAL
As
optional equipment
Trac-Lok
Model 44 differen­
tial
is available on all Jeep Universal vehicles equipped with semi-float flanged axle shafts.
A
conventional differential transmits all of the
ring
gear torque through the differential gears to the axle shafts. Torque is at all
times
equal on the axle shafts, and if one wheel slips, the other wheel

can
only put out as much torque as the slipping
wheel.

The
Trac-Lok
differential is similar,
except
that

part
of the torque from the ring gear is trans­ mitted through clutch packs
between
the side gears

and
differential case. The multiple disc clutches

with
radial
grooves
on the plates and concentric
grooves
on the discs are
engaged
by a preload

from
Belleville springs, plus separating forces from
the side gears as torque is applied through the
ring
gear.

The
Trac-Lok
construction permits differential action when required for turning corners and trans­mits equal torque to both
wheels
when driving

straight
ahead. However, when one wheel tries to spin due to leaving the ground, a patch of ice,
etc., the clutch packs automatically provide more
torque to the wheel which is not trying to spin.
It
can be
seen
then that the
Trac-Lok
differential
resists wheel spin on bumpy roads and provides
more pulling power when one wheel tries to slip.
In
many cases of differences in traction, pulling
power
will
be automatically provided until both
wheels
start to slip.

In
diagnosis of vehicle operators' complaints, it
is important to recognize two things:

a.
If, with unequal traction, both
wheels
slip, the

Trac-Lok
has
done
all it can possibly do.

b.
In extreme cases of differences in traction, the
wheel with least traction may spin after the
Trac-

Lok
has transferred as much torque as possible
to the non-slipping wheel.
N-25.
Lubrication

The
Trac-Lok
differential requires a special
lubri­

cant
and ordinary multipurpose gear lubricants

MUST
NOT be used. Use only 'Jeep* Differential
Oil,
Part
No. 94557.

Trac-Lok
differential may be cleaned only by disassembling the unit and wiping with clean rags. Do not flush the
Trac-Lok
unit.

Note:
The
Trac-Lok
differential is serviced at the
same time intervals as the standard differential.
N-26.
Trouble
Symptoms

If
noises
or roughness, such as chatter, are present
in
turning corners, the probable cause is incorrect

or
contaminated lubricant.
Before any differential is removed and disassem­
bled for chatter complaints, the correctness of
lubri­

cant
can and should be determined.

A
complete
lubricant
drain,
and
refill
with specified

Limited
Slip Differential lubricant
will
usually
correct
chatter.

The
following procedure is recommended to ensure

complete
removal of old lubricant.

a.
Warm
the lubricant by vehicle road operation,

or
5 minutes of operation in gear at 30 mph with
both
wheels
off the ground on a hoist.

Caution:
Never place the transmission in gear with
the
engine
running when only one wheel of a

Limited
Slip Differential equipped vehicle is raised.
The
vehicle might drive itself off the
jack
and produce damage or
injury.

b.
Drain
lubricant while
warm.
Remove
drain
plug

or
cover to
drain
completely. If cover is removed,

it
may be necessary to replace gasket at this time.

c.
Refill
axle with specified
Limited
Slip Differen­

tial
lubricant.

d.
Operate the vehicle for approximately ten miles
[16,09
km.], making at least ten figure 8 turns
to flush the old lubricant out of the clutch packs.

e.
Repeat
steps
b, c, and d, making sure to replace
the cover gasket if required in
step
c.
f. It is possible that slight chatter, requiring ad­
ditional
vehicle operation, may remain after
step
e. If chatter persists after 100 miles
[160,9
km.]
of vehicle operation, or remains severe after
step

e above, disassembly and repair
will
be necessary.
N-27.
Unit
Inoperative

Proper
performance and capabilities of
Limited
Slip
Differentials are
often
misunderstood. No
precise
methods
of measuring
Limited
Slip Dif­

ferential
performance are generally available in the field. A functioning unit can be determined by
relatively
simple vehicle operational
tests,
as
follows:

a.
Place one wheel on
good
dry pavement, and the
other on ice, mud, grease, etc.

b.
Gradually
increase
engine
rpm to obtain maxi­

mum
traction
prior
to "break-a-way." The ability
to
move
the vehicle
effectively
will
demonstrate

proper
performance.

c.
If extremely slick surfaces, such as ice or grease,

are
used
some
question may exist as to proper per­
formance at
step
b. In
these
extreme cases a prop­

erly
performing
Limited
Slip Differential
will
pro­
vide greater "pulling" power by lightly applying
the parking brake.

N-23.
Trac-Lok
Differential Disassembly
and
Reassembly

It
is recommended that the
complete
axle assembly
be removed from the vehicle, when it
becomes
necessary to remove the
Trac-Lok
from the hous­

ing.
Refer to Par. N-3 and N-12 for removal of axle shafts and differential case from axle housing. 303

N

REAR
AXLE
With
the
Trac-Lok
unit removed from the axle
housing, proceed as follows:

N-29.
Disassembly

a.
Place the axle shaft, which was removed from the assembly, into a vise. Tighten shaft in vise
firmly.
The spline end of the shaft is not to extend beyond 23A" [7 cm.] above the top of the vise.

This
will
eliminate the shaft from fully entering into the side gear and causing interference with
the
step
plate tool during disassembly of the pinion
mate gears, etc. Refer to Fig. N-40.
FIG.
N-40—AXLE SHAFT POSITIONED
IN
VISE

b.
Assemble the differential case to the axle shaft

with
the ring gear screw heads up. Assembling the

differential
case
onto
the shaft
will
serve as a holding device to remove the ring gear and to disassemble the internal parts of the case.
FIG.
N-41—DIFFERENTIAL POSITIONED
ON
AXLE
SHAFT c.
Remove the ring gear screws and ring gear. It
is necessary to remove the ring gear to allow

clearance
for the removal of the cross pin. Place a
few shop
towels
over the top of the vise to protect
FIG.
N-42—REMOVING RING
GEAR

the gear
teeth
from becoming nicked after it is
free from the case. Tap ring gear with a rawhide
hammer
to free it from the case.

Note:
It is recommended that whenever the ring
gear screws are removed they are to be replaced

with
new screws.

d.
Remove differential case from axle shaft and remove ring gear.
e. All
Trac-Loks
are identified with a manufactur­
ing date, and the complete part number stamped on the
barrel
of the case. If the axle is equipped

with
Trac-Lok
Limited
Slip Differential, it
will
contain a tag requesting the use of
Limited
Slip

Lubricant.
FIG.
N-43—TRAC-LOK IDENTIFICATION

f. The
Trac-Lok
is identified with Vs" [3,18 mmj
high numbers stamped in the case. For example:

The
numbers 8-5-69A is the manufacturing or build
date of the
Trac-Lok
and is interpreted as follows.

The
first number is the month, second number is
the day of the month,
third
number is the year,
the letter is the shift. For example: August 5, 1969 first shift The number stamped above the 304