Kit Installation Instructions

P LE AS E R E AD COM P LE TE LY B E FOR E I N STALL ATION

T
his installation guide was written to provide the novice and professional with easy
guidelines for differential setup. Over the years we have gathered information from
Gleason gear design manuals, Dana Spicer instruction manuals, technical bulletins
and General Motors repair manuals. We have personally experienced good results using
the techniques in these instructions while setting up over forty thousand differentials.
Ring and pinion gears are designed to be set-up and run with exact tolerances. Replacing
all parts every time a differential is worked on is not only unnecessary, but is ridiculous.
However, any gear misalignment or deflection under load caused by worn or questionable
parts, can lead to early failure that can cost a lot more than the price of replacing them the
first time. Use your best judgment and remember that fixing your differential again, if it
fails, will take as much time and money as it did the first time.
We highly recommend Timken bearings and have used them for as long as we can
remember. We believe Timken bearings have held up best in all of the differentials we have
assembled or disassembled. We also recommend using only new or good used parts. New
parts are usually worth installing and save a lot of time and money that can be list by using
worn or questionable parts that lead to early failure.
We hope that these instructions are helpful and you will get years of use from your
differential.
Thank you Robert Hunt and Gregg Lloyd for your expert input and advice.

From all of us at Yukon Gear & Axle

© Copyright 2014 Yukon Gear & Axle

 CAP

(Samurai 5.38 R&P requires special depth setting)

50
50
50
60
60
60
80
60
80
80
90
140
125

60
60
80
60
60
60
60
60
70
80

70
70
70
80
75
150
70
70

70
(FOOT LBS)
TORQUE
R.G. BOLT
TABLE OF CONTENTS

55
55
55
55
80
55
135
65
110
110
175
150
120

60
60
80
60
60
60
60
70
75
95

70
70
70
78-89
100
145
70
70

70
(0.000”)
2 Cut

11-16

8-12
8-12
B/L 1. Set-Up Specifications . . . . . . . . . . . . . . . . . . . . . . . . 2
1. Tool List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
(0.000”)
5 Cut

6-10
6-10
6-10
6-10
6-10
6-10
6-10
6-10
6-10
6-10
4-10
9-16
9-12

11-16
10-15
6-10
6-10
10-16
6-10
6-10
10-15
6-10
6-10

6-10
6-10
4-8
6-8
4-8
4-8
6-10
6-10

6-10
B/L

Note: Set up specifications are recommended only. Please call with questions.
2. Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3. Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
USED
PINION BEARING

6-7
6-7
5-6
6-8
6-8
6-9
12-15
6-9
8-10
12-15
9-11
8-12
8-12

6-8
12-14
8-10
6-8
6-7
6-7
6-8
6-8
6-8
6-8

5-6
5-6
5-6
5-6
7-12
15-19
5-6
5-6

5-6
(INCH LBS)
PRELOAD

Order of Adjustments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Selecting Shims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
12-15
12-15
10-13
12-15
12-15
14-19
22-35
14-19
17-30
22-35
25-40
20-40
10-40

14-19
6-7
14-19
14-19
13-15
13-15
14-16
14-16
15-19
20-35

12-15
12-15
9-14
8-11
9-15
16-28
14-17
14-17

12-15
NEW

Preparing Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Seal Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
SHIM DEPTH*

.050
.065
.065
.042
.042
.055
.052
.061
.060

.025
.020

.026
.022
.022
.022
.022
.027
.025

.095
.074
.070
.020

.067
.085

.055
OEM

Assembly Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Set Up Specifications

Pinion Trial Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Initial Carrier Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Adjusting Initial Backlash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

*Suggested starting points

S110, S111, S130, S132

Checking the Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

8" Clamshell Front

DIFFERENTIAL MODEL

9.5" Landcruiser

T100 & Tacoma

Important Pattern Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
9.0" NON OEM
D60, 61 & 70U

9.0" OEM R&P

10.25" & 10.5"

9.0" Daytona
8.0" Dropout

9.5" Tundra

Truck V6 R.
7.5" F. or R.
8" F. or R.
Used Gear Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Samurai
8.0" IRS
D30 JK

D44 JK

9-3/8"

TOYOTA

Adjusting Pinion Depth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

9.75"

10.5"
S135
D25
D27
D28
D30

D44

D50

D70
D80

SUZUKI
7.5"

8.8"
DANA

FORD

Pinion Bearing Preload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Crush Sleeve Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Preload Shim Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Final Backlash and Carrier Bearing Preload Adjustments . . . . . . . 11
CAP

(FOOT LBS)

70
60
55
55
60
60
60
60
60
60
60
60
55
60
60
63
80
120
200
60
60
135
175

50
100
75
60
90
90
90
75
100
63
120
200

65
55
TORQUE

Screw Adjuster Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

R.G. BOLT

Outside Shim Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

55
55
55
55
55
55
65
65
65
55
65
55
65
65
65
103
75
175
175
55
55
120
120

55
75
65
55
55
55
55
65
165
103
175
175

65
55

Inside Shim Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

(0.000”)
2 Cut

4. Final Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
B/L

3-6
3-6

3-6

3-6
3-6
5-7

5-7
5-7

5-9
4-8
4-8

5-9
5-9
5-7
5-7
5-7

Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
(0.000”)
5 Cut

Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
6-10
6-10
6-10
6-10
6-10
6-10
6-10

6-10
6-10

6-10
6-10
6-10

6-10
6-10
6-10
6-10
6-10
6-10
6-10

6-10

6-10
6-10
6-10
6-10
6-10
6-10

6-10
6-10

6-10
6-10
B/L

5. Tooth Nomenclature . . . . . . . . . . . . . . . . . . . . . . . . 13
USED
PINION BEARING

6-7
6-8
6-8
6-9
6-8
6-7
6-7
6-7
6-7
6-7
6-7
6-7
6-8
6-8
6-8
7-9
7-9
8-11
8-11
6-8
6-7
8-11

6-7
6-9
6-9
6-8
6-8
7-10
6-9
6-9
7-10
10-20
8-11
8-11

6-8
6-7

6. Acceptable Patterns . . . . . . . . . . . . . . . . . . . . . . . . 14
(INCH LBS)
PRELOAD

7. Pinion Is Too Close . . . . . . . . . . . . . . . . . . . . . . . . 15

14-19
14-19
12-15
14-19
14-18
11-14
12-15
12-15
12-15
12-15
12-15
12-15
14-19
14-19
14-19
15-22
15-22
15-25
20-30
14-19
13-15
20-35
PRESET

12-14
13-17
12-15
12-15
13-15
15-25
14-19
14-19
17-22
15-25
15-25
20-30

14-19
12-14
NEW

8. Pinion Is Too Far Away . . . . . . . . . . . . . . . . . . . . . . 16

SHIM DEPTH*

9. Instructions Summary . . . . . . . . . . . . . . . . . . . . 17-18

.030
.045
.030
.026
.030
.035

.025
.030

.030
.037
.037

.032
.030
.055
.055
.030
.030
.017
.030

.025

.034
.030
.090
.090
.030
.032
.065
.035
.055
.055

.095
.045
OEM

Checking Backlash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
10.5" AAM (W/Out Pin Support)

Obtaining Proper Gear Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

14T 10.5"(With Pin Support)

Pattern Movements Summarized . . . . . . . . . . . . . . . . . . . . . . . . . . 18

10. Break-In Information . . . . . . . . . . . . . . . . . . . . . . . 18
DIFFERENTIAL MODEL

7.6" IRS (195mm)

GENERAL MOTORS

‘63-’79 Corvette

9.25" AAM Front

8.6 IRS (218mm)

HO72 (10" R/G)

Olds/Pont D/O

9.25" ZF (C235)
8.2" Olds/Pont
D36 Corvette
D44 Corvette

12. Warranty Information . . . . . . . . . . . . . . . . . . . . 19-20

12 Bolt Truck

8.25" (C213)
12 Bolt Pass
11.5" AAM

10.5" AAM
11.5" AAM
9.25" Rear
7.5" & 7.6"

8.5" & 8.6"

55P & 55T

Model 20
Model 35
8" (C205)

8.75" ‘41
8.75" ‘42
8.75" ‘89
8.25" IFS

9.25" IFS

CHRYSLER
7-1/4"
C200
7.75"
7.2"

8.2"
8.0"

9.5"

AMC

Kit Installation Manual 3

 TOOL LIST 1 2 DISASSEMBLY

Disassembly
1. Ensure that you have everything you need before working. Verify whether all new parts
match the application and parts invoice.
2. Lift the vehicle using an appropriate lift or jack, and support the vehicle with approved
jack stands. Never work on an unsupported vehicle.
3. Drain used gear oil into a suitable container. We recycle our waste oil and request that
you recycle yours, too.
4. Remove the axle shafts.
5. Mark the main caps for reinstallation on the appropriate side and in the correct orien-
tation.
6. Mark all shim thicknesses and locations during disassembly.
7. Thoroughly clean and inspect all parts.

Tool List
To work on your differential you will need a wide variety of tools. Using the correct tools
will save time and prevent part damage. You may need the following tools:
n Dial indicator
n Precision calipers or micrometer
n Gear-marking compound and a clean brush
n Bearing pullers
n Bearing press
n 10- or 12-inch spanner wrench or Yukon spanner tool
n Misc. hand and air tools including
– Three-foot-long breaker bar or strong impact gun
– Pinion nut socket
– Ring gear bolt socket
– Main cap bolt socket
– 6-point or 12-point cross-pin bolt wrench (as applicable)
– Brake line wrench
– Pry bars for removing the carrier case
– 24-oz. ball peen hammer
– 48-oz. sledgehammer
– 48-oz. plastic-face dead-blow hammer
– Assorted brass drifts for removing bearing races
– Yukon bearing race drivers
– Center punch or number stamp for marking main caps
– Oil drain pan
n Torque wrenches in both pound/foot and pound/inch increments.

4 Kit Installation Manual Kit Installation Manual 5

 ASSEMBLY 3 3 ASSEMBLY

Order of Adjustments Pinion Trial Assembly

Differential assembly and setup adjustments include: Assemble the pinion with its original shims yet without a crush sleeve to establish an
1. Pinion Depth approximate pinion depth. When installing the pinion, tighten the nut slowly until it reach-
2. Pinion-Bearing Preload es preload specifications.
3. Backlash
4. Carrier-Bearing Preload
Initial Carrier Assembly
Install the assembled gear carrier with its ring gear into the housing. It is easier to remove
Shim Selection and replace the carrier during trial assemblies if the carrier bearing preload is fairly snug
For a baseline, reassemble the differential with the shim combinations that were used in instead of tight.
the differential during the previous assembly.

Adjusting Initial Backlash

Parts Preparation Backlash refers to the amount the ring gear can rotate forward and backward when the
Clean all parts, including all new components, with solvent or brake cleaner, and thorough- pinion gear cannot move. This
ly wash out the axle housing’s interior. Ensure that the oil passages that feed the pinion and initial backlash setting sets the
the grooves behind the carrier bearings are free from any metal particles. basis for all future adjustments.
See page 11 for backlash specifi-
cations.
Seal Preparation Fasten a dial indicator to the
Polish all seal surfaces with fine-grit emery cloth or sandpaper. Wipe all surfaces with a gear case or axle housing on the
clean rag dampened with either fresh oil or solvent to remove any metal particles. same plane as the ring gear so its
contact point touches a tooth at
the outermost diameter of the
ring gear 90 degrees to the tooth
face. The indicator should meas-
ure the amount the ring gear
moves when rotated. To measure
backlash, prevent the pinion gear
from rotating and rotate the ring
gear back and forth. The amount
the ring gear can move deter-
Coat bearings and seal surfaces with gear oil and seals with lithium grease mines the amount of backlash.
When changing the backlash bear in mind that the backlash setting changes about 0.007”
Assembly Oil for each 0.010” that the carrier moves. For example:
When assembling internal components, coat all bearings, and seal surfaces with fresh gear n Move the carrier 0.010” toward the pinion to decrease the backlash by 0.007”.
oil. Never use bearing grease on pinion or carrier bearings; it will negatively influence n Move the carrier 0.010” away from the pinion to increase the backlash by 0.007”.
assembly readings. Coat all seals with grease, preferably white lithium grease. Use clean While not all ring-and-pinion sets will react exactly this way, these figures serve as a good
gear oil if white grease is not available. guideline.

6 Kit Installation Manual Kit Installation Manual 7

 ASSEMBLY 3 3 ASSEMBLY

Checking the Pattern n A contact pattern centered from face to flank indicates the correct pinion depth.
We can determine how gears mesh by changing how close the pinion gear is to the ring n A contact pattern closer to the gear face means the pinion is too far away from the ring
gear centerline. While we can’t see how the gears actually relate to each other, we can coat gear. To correct the pattern, move the pinion toward the ring gear centerline.
their mating surfaces with gear-marking compound and read the patterns the gears create n A contact pattern closer to the gear flank means the pinion is too close to the ring gear.
as they mesh. To correct the pattern, move the pinion away from the ring gear centerline.
Genuine gear-marking compound offers a clear indication of gear contact without run-
ning or smearing. Anything other than gear marking compound (such as blue machinist
dye) will not give a clear indication of tooth contact. Dilute the marking compound with a Used Gear Sets
small amount of oil if necessary to create a smooth, but not runny, paste. Coat three or When setting up a used ring and pinion, concentrate only on the pattern created on the
four ring-gear teeth in at least two places with a moderate amount of compound and rotate coast side of the ring gear teeth. Pay little attention to the drive side. This is true for most
the ring gear four or five times around the pinion gear in both directions. Rotate by gra- used gear sets, although both the coast and drive sides should be considered in some
bing and turning the ring gear, not the pinion. instances.
Pinion resistance against the rotating ring gear helps establish a good pattern. Pinion
bearing preload usually provides enough resistance for a good pattern, but additional
resistance can be added by wrapping a shop towel around the yoke and pulling the two Adjusting Pinion Depth
ends tight. When changing the pinion depth, make large changes until the pattern is close to ideal.
Consider 0.005” to 0.015” a large change and 0.002” to 0.004” a small change. Intentionally
make adjustments that move the pinion too far at first.
If the pinion moves too far and the pattern changes from one extreme to the other, the
correct pattern lies somewhere between the two extremes. Once you get close to the cor-
rect pinion depth, make smaller changes until the pattern centers between the face and the
flank of the ring gear teeth.
Once the backlash and pinion depth meet tolerances, remove the carrier and establish
the final pinion bearing preload.

Pinion Bearing Preload

Ideal pattern Used drive pattern The pinion bearing preload is related to the amount of force the pinion nut exerts on the
pinion and its bearings. Axle builders generally measure the pinion’s preload by rotating
Important Pattern Information the pinion gear by its nut with a pound/inch-graduated torque wrench.
The pattern’s position to the tooth face (ridge) and flank (valley) notes the pinion depth. Axles generally use crush sleeves or shims to set pinion preload. Despite the difference,
Disregard the pattern’s position to the tooth’s heel (ring gear outside diameter) or toe (ring one thing remains the same: oil the pinion nut washer surface during all assembly proce-
gear inside diameter). dures and apply medium-strength thread-locking compound (red) to the pinion nut
Gear patterns change from heel to toe, but in most cases an ideal heel-to-toe pattern is threads during final assembly.
impossible to achieve. Furthermore, the housing itself influences the heel-to-toe pattern A lubricated washer reduces friction and prevents the nut and washer from galling dur-
and the pattern cannot be changed without machine work. Trying to obtain a pattern cen- ing tightening procedures. The thread-locking compound helps retain the nut position and
tered exactly between the heel and toe usually leads to frustration and a noisy gear set, if pinion bearing preload.
the face to flank pattern is not correct. Before setting the final pinion bearing preload, install the pinion seal, slinger (if applica-
Instead, concentrate only on the position of the pattern and how it relates from face to ble), and crush sleeve (if applicable).
flank of the ring gear teeth.

8 Kit Installation Manual Kit Installation Manual 9

 ASSEMBLY 3 3 ASSEMBLY

Crush Sleeve Design Write down each shim-pack combination and its resulting preload when changing shims.
Setting the pinion bearing preload in differentials that use a crush sleeve is relatively easy, After reaching the correct pinion-bearing preload, moderately tap both ends of the pinion
although final assembly always requires a new crush sleeve. to seat the bearings, races and yoke. Do not strike the pinion too hard, as excessive force
The crush sleeve permanently distorts, or crushes, at approximately 300 to 400 may damage the bearings. Carefully double check the preload after seating the bearings.
pounds/feet of torque on the pinion nut. Tighten the pinion nut until it exerts the optimum
bearing preload, as measured by the
pounds/inch torque wrench on the pinion
nut. While setting preload with a crush
sleeve is easy, it requires a certain
amount of patience.
Pinion preload doesn’t exist until the
bearings contact the races, but the pre-
load increases rapidly once the bearings
meet their races. Tighten the nut in small
increments until the preload reaches the
ideal setting. Carrier bearing puller Pressing on carrier bearing
Take plenty of time to set the preload,
1/2” impact gun on pinion nut since tightening the pinion nut beyond Final Backlash and Carrier Bearing Preload Adjustments
the ideal preload threshold effectively After setting the pinion depth, backlash, and the pinion bearing preload, set the carrier
destroys the crush sleeve. The only remedy for excessive preload involves a new crush bearing preload. Three different shim or adjustment methods, screw adjusters, outside
sleeve and another attempt to establish proper preload. shim design, and inside shim design, cover most differentials.
After reaching the correct preload, moderately tap both ends of the pinion to seat the
bearings, races and yoke. Do not strike the pinion too hard, as excessive force may dam-
age the bearings. Carefully double check the preload after seating the bearings. Screw Adjuster Design
The easiest method uses screw adjusters to set the backlash and carrier bearing preload.
Carefully oil the adjuster threads on both the housing and on the adjusters themselves.
Preload Shim Design Note the order in which you tighten the adjusters so the backlash remains consistent, even
Setting pinion bearing preload in differentials that use shims exclusively often requires sev- when subjected to heavy loads.
eral attempts. The pinion gear always forces the ring gear away from itself whenever it transfers power.
Carefully clean the shims, as dust and metallic particles on the shim surfaces cause false Start with a looser backlash setting than the axle’s manufacturer calls for and always
preload readings. Start the procedure with the original shims, or add 0.003” to the original ensure that the last adjustment made to the left adjuster tightens it.
shim-pack dimension to compensate for the amount the bearings settled into the housing. If the backlash becomes too tight, loosen the left adjuster first, followed by tightening the
Tighten the pinion nut slowly to avoid damaging the bearing should the shim stack prove right adjuster. To reestablish the backlash setting, tighten the left adjuster. Ensure that the
too thin. The pinion nut torque varies by thread size but is usually between 200 and 300 last adjustment made to the left adjuster tightens it to eliminate any space between it and
pounds/feet. its bearing race. Any space or looseness on the left side will let the carrier deflect when
Measure the preload by rotating the pinion with the pound/inch torque wrench. If the under load, and this will allow backlash to open up when driven under load.
preload doesn’t meet the axle manufacturer’s specifications, change the shim pack dimen- Once the backlash approaches the manufacturer’s recommendations, tighten both left
sion in one of the following ways: and right adjusters evenly to increase carrier bearing preload. Set the carrier bearing pre-
n Remove shims to increase pinion bearing preload. load to approximately 150 to 200 pounds/feet. It is difficult to damage bearings with exces-
n Add shims to decrease pinion bearing preload sive carrier bearing preload on a screw-adjusted differential.

10 Kit Installation Manual Kit Installation Manual 11

 ASSEMBLY 3 5 TOOTH NOMENCLATURE

n If the preload is close and the backlash is too loose, tighten the left adjuster a notch or End View of Tooth from Heel
two until the backlash is correct and the preload is sufficient. (Outer End)
n If the preload is close and the backlash is too tight, tighten the right adjuster until the
backlash is correct and the preload is sufficient.
As stated before, ensure that the last adjustment made to the left adjuster tightens it. That
Face (Top Land)
will eliminate the possibility of a space between the adjuster and the bearing race.

Outside Shim Design

This design uses shims between the carrier bearing races and the housing. Initially set the Coast Drive
backlash with very little carrier bearing preload. After setting the backlash, add equal
amounts of shims to both sides of the carrier to set the carrier bearing preload as tight as
possible without damaging the shims (carrier bearings in this axle design hardly ever fail
due to excessive carrier bearing preload).
n If the preload is close and the backlash is loose, add shims to the left side. This increas-
es the carrier bearing preload and tightens the backlash at the same time.
n If the preload is close and the backlash is too tight, add shims to the right side. This
increases both the carrier bearing preload and the backlash at the same time.
Flank (Root)
Inside Shim Design
This design uses shims between the carrier bearing and the case. Initially set the backlash
tight and the preload light, as it will make carrier removal and installation easier. After setting
Heel
the backlash, add equal amounts of shims to both sides until the correct preload is achieved. Coast
(Outer end)
n If the preload is close and the backlash is loose, add shims to the left side. This increas- (Concave)
es the carrier bearing preload and tightens the backlash at the same time.
n If the preload is close and the backlash is too tight, add shims to the right side. This
increases the carrier bearing preload and the backlash at the same time.

FINAL CHECKS 4

Pattern
Now that the pinion depth, pinion bearing preload, backlash, and carrier bearing preload
are set, check the pattern one last time to make sure that it is correct. Drive
(Convex)
Toe
Oil (Inner end)
When filling the axle with oil, use a high quality name brand and fill the unit to the manu-
facturer’s recommended capacity. Synthetic oil is recomended for most applications.

12 Kit Installation Manual Kit Installation Manual 13

ACCEPTABLE PATTERNS 6 7 PINION IS TOO CLOSE

Heel Heel Heel Heel

(Outer end) (Outer end) (Outer end) (Outer end)
Coast Coast Coast Coast

Drive Drive Drive Drive

Toe Toe Toe Toe

(Inner end) (Inner end) (Inner end) (Inner end)

Heel Heel Heel Heel

(Outer end) (Outer end) (Outer end) (Outer end)
Coast Coast Coast Coast

Drive Drive Drive Drive

Toe Toe Toe Toe

(Inner end) (Inner end) (Inner end) (Inner end)

Heel Heel Heel Heel

(Outer end) (Outer end) (Outer end) (Outer end)
Coast Coast Coast Coast

Drive Drive Drive Drive

Toe Toe Toe Toe

(Inner end) (Inner end) (Inner end) (Inner end)

14 Kit Installation Manual Kit Installation Manual 15

PINION IS TOO FAR AWAY 8 9 INSTRUCTIONS SUMMARY

Heel Heel Checking Backlash

(Outer end) (Outer end)
Backlash is the free movement of the ring gear with the pinion gear fixed in place. All ring
Coast Coast
and pinion sets are matched pairs. Make sure you have a matched ring and pinion set.
Clean all parts before you start assembly. Apply a light coat of oil to all bearings. Examine
all components and remove any burs, nicks or sharp edges that could cause components
seat improperly.
1. Set backlash to proper clearance. (See page 11)
2. Shim or adjust the ring gear away from or closer to the pinion to get the correct back-
Drive Drive lash.
3. The pinion bearing preload should match those recommended on the specification
Toe Toe sheet (See page 2). Achieve the recommended preload with a preload shim pack (com-
(Inner end) (Inner end)
bine shims of various thicknesses) or a collapsible crush sleeve. Use a new crush sleeve
during final assembly.
4. Achieve the pinion depth by shimming the pinion toward or away from the ring gear
Heel Heel centerline. Start with the same shim thickness on the new gear set as on the old set.
(Outer end) (Outer end)
Note that not all housings are shimmed in the same location.
Coast Coast

Obtaining Proper Gear Pattern

Drive Side Coast Side

Heel Heel

Drive Drive
Toes

Toe Toe 1. Normal or desirable pattern: The pattern should be centered on the tooth from face to
(Inner end) (Inner end)
flank. There should be some clearance between the pattern and the top of the tooth
(face) and between the pattern and the bottom of the tooth (flank).

Heel Heel Drive Side Coast Side

(Outer end) (Outer end) Heel Heel
Coast Coast
Toes

2. Pinion is too close: Move the pinion away from the ring gear centerline.

Drive Side Coast Side

Heel Heel

Drive Drive
Toes

Toe Toe 3. Pinion is too far away: Move the pinion towards the ring gear centerline.
(Inner end) (Inner end)

16 Kit Installation Manual Kit Installation Manual 17

 INSTRUCTIONS SUMMARY 9

Pattern Movements Summarized

1. Move the ring gear closer to the pinion to decrease backlash.
2. Move the ring gear farther from the pinion gear to increase backlash.
3. Move the pinion closer to the ring gear to move the drive the pattern deeper on the
tooth (flank contact) and slightly toward the toe. The coast pattern will move deeper on
the tooth and slightly toward the heel.
4. Move the pinion further away from the ring gear to move the drive pattern toward the
New Gear Break-In
top of the tooth (face) and slightly toward the heel. The coast pattern will move toward All new gear sets require a break-in period to prevent overheating damage. Any
the top of the tooth and slightly toward the toe. overloading or overheating will break down the gear oil, which will cause the ring
and pinion to fail. This can be determined by inspection and will void the gears’
BREAK-IN INFORMATION 10 warranty.
Please follow these guidelines to insure proper break-in.
n Avoid heavy acceleration during the break-in process.
New Gear Break-In n Drive the vehicle lightly for the first 15 to 20 miles and stop. Let the differential
All new gear sets require a break-in period to prevent overheating damage. Any overload- cool before proceeding.
ing or overheating will break down the gear oil, which will cause the ring and pinion to fail. n Avoid heavy acceleration for the first 100 miles.
This can be determined by inspection and will void the gears’ warranty. n Drive the vehicle at least 500 miles before towing to retain the gears’ warranty.
Please follow these guidelines to insure proper break-in. n When towing for the first time, drive for a very short distances (less than 15
n Avoid heavy acceleration during the break-in process. miles) with the full load and stop. Let the differential cool for about 20 minutes
n Drive the vehicle lightly for the first 15 to 20 miles and stop. Let the differential cool before proceeding. Repeat this procedure two more times (45 miles total) to
before proceeding. fully break in the gears.
n Avoid heavy acceleration for the first 100 miles. n Change the oil after the first 500 miles. This will remove any metal particles
n Drive the vehicle at least 500 miles before towing to retain the gears’ warranty. and phosphoric coating shed by the gear set during the gears’ break-in period.
n When towing for the first time, drive for a very short distances (less than 15 miles) with These towing instructions may seem unnecessary to most people, but we have
the full load and stop. Let the differential cool for about 20 minutes before proceeding. seen many differentials damaged from being loaded before the gear set was fully
Repeat this procedure two more times (45 miles total) to fully break in the gears. broken-in.
n Change the oil after the first 500 miles. This will remove any metal particles and phos-
phoric coating shed by the gear set during the gears’ break-in period. OVERLOADED OR OVERHEATED GEAR
These towing instructions may seem unnecessary to most people, but we have seen OIL WILL BREAK DOWN
many differentials damaged from being loaded before the gear set was fully broken-in.
AND DESTROY THE RING AND PINION!
Overloaded or overheated gear oil will
break down and destroy the ring and pinion! Yukon Maximum Recommended Tire Size
Axle Style Maximum Tire Diameter
Dana 30 33 inches
Dana M35 35 inches
Dana 44 35 inches
Toyota 8 35 inches
Toyota 16 35 inches
TLC - 30 35 inches
Ford 10.25 37 inches
Dana 60 37 inches
18 Kit Installation Manual
 Warranty Details
Y
ukon Gear & Axle® (“Yukon”) warrants the original retail purchaser that all Yukon
products will be free from defects in materials and workmanship for the warranty
period (see website for details). Yukon makes no other warranty of any kind, express
or implied. All other warranties, including but not limited to an implied warranty of
merchantability or fitness for a particular purpose, are excluded. This warranty is offered pro-
vided that the Yukon product has been installed and maintained in accordance with Yukon
instructions, and that it has not been subject to modification, accident, abnormal use or mis-
use. At Yukon’s discretion, this warranty may be voided if installation of Yukon product(s)
occurs on vehicles with tires that exceed Yukon Maximum Recommended Tire Size. Upon
notification of a warranty claim, Yukon shall investigate the claim of defect, and, in the event
of a verified defect, shall, at their sole choice, either repair the defective product, replace it,
or refund the purchase price.

This warranty does not cover, and Yukon shall not be liable for, incidental or consequential
damages, including loss of time, road service charges, labor charges, inconvenience, loss of
vehicle use, loss of revenues, or loss or damage to personal property (including loss or
damage to vehicle parts due to the failure of the Yukon product). In addition, this warranty
does not cover, and Yukon shall not be liable for, any undertaking, representation, or agree-
ments made by dealers or other third parties selling Yukon Gear & Axle® products, except
where such agreements are within the provisions of this Warranty statement. Also, this
warranty does not cover damage to the axle caused by or facilitated by failure of a non-Yukon
component.

This agreement offers you specific legal rights. You may also have other rights which vary
from state to state.

For Your Records

Name:
Date:
Invoice # Yukon Part #