Meritor Parts Failure Analysis

Manual TP-0445
Parts Failure Analysis

Supersedes Manual TP-87123
Revised 04-08
Service Notes
About This Publication

This publication provides a parts analysis process to help you
determine why parts failed during operation, what to look for when you
inspect parts, and how to help prevent failures from occurring again.
Section 1 is an overview of parts analysis, and Section 2 provides
guidelines for using an investigative approach during the analysis
process.
Section 3 contains descriptions of failure types that affect parts, as
well as parts analysis terminology that’s used in the field to describe
conditions that cause components to fail.
Section 4, Section 5, Section 6, Section 7, Section 8, Section 9 and
Section 10 include parts analysis information for the following
components.
앫 Automatic Slack Adjusters
앫 Brakes
앫 Drive Axles
앫 Drivelines
앫 Trailer Axles
앫 Transmissions
앫 Transfer Cases
How to Obtain Additional Maintenance

and Service Information
On the Web
Visit Literature on Demand at arvinmeritor.com to access and order
product, service, aftermarket, and warranty literature for ArvinMeritor’s
truck, trailer and specialty vehicle components.
Literature on Demand DVD (LODonDVD)

The LODonDVD contains product, service and warranty information for
ArvinMeritor components. To order the DVD, visit Literature on
Demand at arvinmeritor.com and specify TP-0742.
Information contained in this publication was in effect at the time the publication was
approved for printing and is subject to change without notice or liability. Meritor Heavy
Vehicle Systems, LLC, reserves the right to revise the information presented or to
discontinue the production of parts described at any time.
ArvinMeritor Manual TP-0445 (Revised 04-08)

Contents
pg. i Asbestos and Non-Asbestos Fibers pg. 12 Normal Wear

Offset Frosting
1 Section 1: Introduction to Parts Analysis
Origin Point
Parts Analysis Overview
Pitting (Surface Fatigue)
Types of Wear
13 Premature Wear
Main Causes of Premature Wear and Component Failure
Ratchet Marks
4 Section 2: An Investigative Approach Reverse Bending Fatigue (Fatigue Fracture)
Guidelines to an Investigative Approach 14 Root Beam Fatigue (Fatigue Fracture)
Record Your Findings Scoring
Ask Questions Scuffing (Galling)
Preparing Parts for Inspection Shock Load (Impact Fracture)
How to Prepare Damaged Parts for Inspection 16 Spalling (Surface Fatigue)
Inspection Procedures for Parts Analysis Spinout
Inspect Damaged Parts Stress Riser
5 Section 3: Failure Types and Terminology 17 Surface (Contact) Fatigue
Parts Analysis Torque
Beach Marks 18 Torsional Fatigue (Fatigue Fracture)
Bending Fatigue (Fatigue Fracture) Torsional Vibration
6 Black Spots Witness Marks
“Blue” Brake Drum Working Angle
Brinelling (Surface Fatigue) 19 Section 4: Drive Axles
7 Burnish (Brakes) Parts Analysis Overview
Bruising (Surface Fatigue) Common Causes of Drive Axle Component Failures
Chevron Wear Pattern 20 A Vehicle is Operated Outside its Application or Vocation
Brake Compounding Exceeding an Axle’s Maximum Gross Axle Weight Rating
Crack-Pressure (GAWR)
Crow’s Footing (Surface Fatigue) Axle Fatigue
8 Crystalline Wear Pattern 23 Spinout
“Drive” and “Coast” Sides of Hypoid Ring Gear Teeth Examples of Typical Spinout Damage
Etching (Surface Fatigue) 25 Shock Load
9 Extreme Pressure (EP) Additives 27 Unapproved Vehicle or Powertrain Modifications
Flank Cracking (Surface Fatigue) The Vehicle Isn’t Maintained According to Meritor’s
Fatigue Fracture Recommended Maintenance Practices
10 Fretting (Surface Fatigue) The Lubricant is Incorrect
Frosting 29 Contaminated Lubricant
Galling (Surface Fatigue) Low Lubricant Levels
11 Gear Ratio and Torque Multiplication 30 Metal Particles on the Magnetic Fill/Drain Plug
Heat Checking Remove and Inspect the Magnetic Fill/Drain Plug
Hot Spotting (Black Spots) Guidelines
Imbalance (Brake) 31 Check the Condition of the Oil
Impact Fracture Oil Conditions
Load Cycle 32 Components Overheat During Operation
Gross Axle Weight Rating (GAWR) Parts Analysis Process
Gross Vehicle Weight Rating (GVWR) Bearing Adjusting Ring
Gross Vehicle Weight (GVW) 34 Drive Pinion Gear
12 Gross Combined Weight Rating (GCWR) 35 Driver-Controlled Main Differential Lock (DCDL) Shift Collar
Gross Combined Weight (GCW) 36 Flange-Side Main Differential Bearing
Mismatched Tires (Drive Axle) 37 Axle Housings
Mismatched Tandem Axle Ratios 38 Hypoid Ring and Drive Pinion Gears
Inner Drive Pinion Bearing
Contents
pg. 40 Inter-Axle Differential (IAD) pg. 70 Heat Checking

43 Main Differential 71 Heat Checking on Only One Side of the Drum
44 Flange-Side Main Differential Conditions That Can Cause Failures to Occur
Pinion Nut Black Spots (Hot Spotting) on the Drum’s Surface
45 Plain-Half Differential Case 72 Polished (Glazed) Drum
46 Main Differential Case-to-Case Joint Separation Scoring
Pump System Screens 73 “Blue” Drum
47 Rear Side Gear Broken Bolt Flange (Drum Surface Not Cracked)
48 Ring Gear Broken Bolt Flange (Cracked Drum Surface)
50 Side Gears 74 Cracked Drum
Axle Shaft and Differential Side Gear Spline Worn Brake Drum Bolt Holes
Side Gear Thrust Washer 75 Oil or Grease Has Penetrated and Discolored the Drum
51 Thrust Washers Surface
Oil Seals 76 Conditions That Can Affect Brake Drum Wear
52 Seal Test Procedure
77 Section 9: Transmissions
Example 1: The Seal is not Leaking
53 Example 2: The Seal Appears to be Leaking
Evaluate Damaged Transmission Components
Example 3: The Seal is Leaking
Causes of Transmission Failures
55 Section 5: Drivelines Parts Analysis Process
Parts Analysis Overview Spur Gears
Evaluate Damaged Driveline Components 81 Roller Bearings
Driveline Components 84 Main Shaft Washer
U-Joint 85 Main Shaft Gear Float Clearance
56 Drive Shaft Tube 87 Gear Teeth
Yokes 90 Synchronizer Pin
57 U-Joint Trunnion 91 Shift Collar Wear
58 Splined Shaft 92 Oil Seals
59 Section 6: Trailer Axles Seal Test Procedure
Parts Analysis Overview Example 1: The Seal is Not Leaking
Evaluate Damaged Trailer Axle Components Example 2: The Seal Appears to be Leaking
Main Causes of Trailer Axle Failure 93 Example 3: The Seal Appears to be Leaking
Trailer Axle Example 4: The Seal is Leaking
94 Troubleshooting and Diagnostics
62 Section 7: Automatic Slack Adjusters Types of Problems
95 Troubleshooting Other Systems
Evaluate Damaged Automatic Slack Adjusters
96 Troubleshooting Leaks
Automatic Slack Adjuster
97 Troubleshooting Vibrations
Pawl Teeth
98 Troubleshooting Noises
63 Automatic Slack Adjuster
99 Troubleshooting Operating Conditions
Automatic Slack Adjuster and Camshaft Splines
102 Range Shift System Diagnostics for
64 Section 8: Cam and Air Disc Brakes Platform G Transmissions
Evaluate Damaged Brake Components
106 Section 10: Transfer Cases
Main Causes of Cam and Air Disc Brake Component
Failures Evaluate Damaged Transfer Case
Front Idler Bearing
Cam and Air Disc Brakes
107 Front Output Shaft
68 Air Disc Brakes Only
69 Model ADB 1560 Air Disc Brake Only
Brake Drums
Asbestos and Non-Asbestos Fibers
Figure 0.1
ASBESTOS FIBERS WARNING NON-ASBESTOS FIBERS WARNING

The following procedures for servicing brakes are recommended to reduce exposure to The following procedures for servicing brakes are recommended to reduce exposure to
asbestos fiber dust, a cancer and lung disease hazard. Material Safety Data Sheets are non-asbestos fiber dust, a cancer and lung disease hazard. Material Safety Data
available from ArvinMeritor. Sheets are available from ArvinMeritor.
Hazard Summary Hazard Summary
Because some brake linings contain asbestos, workers who service brakes must understand the Most recently manufactured brake linings do not contain asbestos fibers. These brake linings may
potential hazards of asbestos and precautions for reducing risks. Exposure to airborne asbestos contain one or more of a variety of ingredients, including glass fibers, mineral wool, aramid fibers,
dust can cause serious and possibly fatal diseases, including asbestosis (a chronic lung disease) ceramic fibers and silica that can present health risks if inhaled. Scientists disagree on the extent
and cancer, principally lung cancer and mesothelioma (a cancer of the lining of the chest or of the risks from exposure to these substances. Nonetheless, exposure to silica dust can cause
abdominal cavities). Some studies show that the risk of lung cancer among persons who smoke silicosis, a non-cancerous lung disease. Silicosis gradually reduces lung capacity and efficiency
and who are exposed to asbestos is much greater than the risk for non-smokers. Symptoms of and can result in serious breathing difficulty. Some scientists believe other types of non-asbestos
these diseases may not become apparent for 15, 20 or more years after the first exposure to fibers, when inhaled, can cause similar diseases of the lung. In addition, silica dust and ceramic
asbestos. fiber dust are known to the State of California to cause lung cancer. U.S. and international
Accordingly, workers must use caution to avoid creating and breathing dust when servicing agencies have also determined that dust from mineral wool, ceramic fibers and silica are potential
brakes. Specific recommended work practices for reducing exposure to asbestos dust follow. causes of cancer.
Consult your employer for more details. Accordingly, workers must use caution to avoid creating and breathing dust when servicing
brakes. Specific recommended work practices for reducing exposure to
Recommended Work Practices non-asbestos dust follow. Consult your employer for more details.
1. Separate Work Areas. Whenever feasible, service brakes in a separate area away from other Recommended Work Practices
operations to reduce risks to unprotected persons. OSHA has set a maximum allowable level of
exposure for asbestos of 0.1 f/cc as an 8-hour time-weighted average and 1.0 f/cc averaged over 1. Separate Work Areas. Whenever feasible, service brakes in a separate area away from other
a 30-minute period. Scientists disagree, however, to what extent adherence to the maximum operations to reduce risks to unprotected persons.
allowable exposure levels will eliminate the risk of disease that can result from inhaling asbestos 2. Respiratory Protection. OSHA has set a maximum allowable level of exposure for silica of 0.1
dust. OSHA requires that the following sign be posted at the entrance to areas where exposures mg/m3 as an 8-hour time-weighted average. Some manufacturers of non-asbestos brake linings
exceed either of the maximum allowable levels: recommend that exposures to other ingredients found in non-asbestos brake linings be kept
DANGER: ASBESTOS below 1.0 f/cc as an 8-hour time-weighted average. Scientists disagree, however, to what extent
CANCER AND LUNG DISEASE HAZARD adherence to these maximum allowable exposure levels will eliminate the risk of disease that can
AUTHORIZED PERSONNEL ONLY result from inhaling non-asbestos dust.
RESPIRATORS AND PROTECTIVE CLOTHING Therefore, wear respiratory protection at all times during brake servicing, beginning with the
ARE REQUIRED IN THIS AREA. removal of the wheels. Wear a respirator equipped with a high-efficiency (HEPA) filter
2. Respiratory Protection. Wear a respirator equipped with a high-efficiency (HEPA) filter approved by NIOSH or MSHA, if the exposure levels may exceed OSHA or manufacturers’
approved by NIOSH or MSHA for use with asbestos at all times when servicing brakes, beginning recommended maximum levels. Even when exposures are expected to be within the maximum
with the removal of the wheels. allowable levels, wearing such a respirator at all times during brake servicing will help minimize
3. Procedures for Servicing Brakes. exposure.
a. Enclose the brake assembly within a negative pressure enclosure. The enclosure should be 3. Procedures for Servicing Brakes.
equipped with a HEPA vacuum and worker arm sleeves. With the enclosure in place, use the a. Enclose the brake assembly within a negative pressure enclosure. The enclosure should be
HEPA vacuum to loosen and vacuum residue from the brake parts. equipped with a HEPA vacuum and worker arm sleeves. With the enclosure in place, use the
b. As an alternative procedure, use a catch basin with water and a biodegradable, non- HEPA vacuum to loosen and vacuum residue from the brake parts.
phosphate, water-based detergent to wash the brake drum or rotor and other brake parts. b. As an alternative procedure, use a catch basin with water and a biodegradable, non-
The solution should be applied with low pressure to prevent dust from becoming airborne. phosphate, water-based detergent to wash the brake drum or rotor and other brake parts.
Allow the solution to flow between the brake drum and the brake support or the brake rotor The solution should be applied with low pressure to prevent dust from becoming airborne.
and caliper. The wheel hub and brake assembly components should be thoroughly wetted to Allow the solution to flow between the brake drum and the brake support or the brake rotor
suppress dust before the brake shoes or brake pads are removed. Wipe the brake parts and caliper. The wheel hub and brake assembly components should be thoroughly wetted to
clean with a cloth. suppress dust before the brake shoes or brake pads are removed. Wipe the brake parts
c. If an enclosed vacuum system or brake washing equipment is not available, employers may clean with a cloth.
adopt their own written procedures for servicing brakes, provided that the exposure levels c. If an enclosed vacuum system or brake washing equipment is not available, carefully clean
associated with the employer’s procedures do not exceed the levels associated with the the brake parts in the open air. Wet the parts with a solution applied with a pump-spray
enclosed vacuum system or brake washing equipment. Consult OSHA regulations for more bottle that creates a fine mist. Use a solution containing water, and, if available, a
details. biodegradable, non-phosphate, water-based detergent. The wheel hub and brake assembly
d. Wear a respirator equipped with a HEPA filter approved by NIOSH or MSHA for use with components should be thoroughly wetted to suppress dust before the brake shoes or brake
asbestos when grinding or machining brake linings. In addition, do such work in an area with pads are removed. Wipe the brake parts clean with a cloth.
a local exhaust ventilation system equipped with a HEPA filter. d. Wear a respirator equipped with a HEPA filter approved by NIOSH or MSHA when grinding or
e. NEVER use compressed air by itself, dry brushing, or a vacuum not equipped with a HEPA machining brake linings. In addition, do such work in an area with a local exhaust ventilation
filter when cleaning brake parts or assemblies. NEVER use carcinogenic solvents, system equipped with a HEPA filter.
flammable solvents, or solvents that can damage brake components as wetting agents. e. NEVER use compressed air by itself, dry brushing, or a vacuum not equipped with a HEPA
4. Cleaning Work Areas. Clean work areas with a vacuum equipped with a HEPA filter or by wet filter when cleaning brake parts or assemblies. NEVER use carcinogenic solvents,
wiping. NEVER use compressed air or dry sweeping to clean work areas. When you empty flammable solvents, or solvents that can damage brake components as wetting agents.
vacuum cleaners and handle used rags, wear a respirator equipped with a HEPA filter approved 4. Cleaning Work Areas. Clean work areas with a vacuum equipped with a HEPA filter or by wet
by NIOSH or MSHA for use with asbestos. When you replace a HEPA filter, wet the filter with a fine wiping. NEVER use compressed air or dry sweeping to clean work areas. When you empty
mist of water and dispose of the used filter with care. vacuum cleaners and handle used rags, wear a respirator equipped with a HEPA filter approved
5. Worker Clean-Up. After servicing brakes, wash your hands before you eat, drink or smoke. by NIOSH or MSHA, to minimize exposure. When you replace a HEPA filter, wet the filter with a
Shower after work. Do not wear work clothes home. Use a vacuum equipped with a HEPA filter to fine mist of water and dispose of the used filter with care.
vacuum work clothes after they are worn. Launder them separately. Do not shake or use 5. Worker Clean-Up. After servicing brakes, wash your hands before you eat, drink or smoke.
compressed air to remove dust from work clothes. Shower after work. Do not wear work clothes home. Use a vacuum equipped with a HEPA filter to
6. Waste Disposal. Dispose of discarded linings, used rags, cloths and HEPA filters with care, vacuum work clothes after they are worn. Launder them separately. Do not shake or use
such as in sealed plastic bags. Consult applicable EPA, state and local regulations on waste compressed air to remove dust from work clothes.
disposal. 6. Waste Disposal. Dispose of discarded linings, used rags, cloths and HEPA filters with care,
such as in sealed plastic bags. Consult applicable EPA, state and local regulations on waste
Regulatory Guidance disposal.
References to OSHA, NIOSH, MSHA, and EPA, which are regulatory agencies in the United States, Regulatory Guidance
are made to provide further guidance to employers and workers employed within the United
States. Employers and workers employed outside of the United States should consult the References to OSHA, NIOSH, MSHA, and EPA, which are regulatory agencies in the United States,
regulations that apply to them for further guidance. are made to provide further guidance to employers and workers employed within the United
States. Employers and workers employed outside of the United States should consult the
regulations that apply to them for further guidance.
ArvinMeritor Manual TP-0445 (Revised 04-08) i

1 Introduction to Parts Analysis

1 Introduction to Parts Analysis Figure 1.3
This publication provides a parts analysis process to help you

determine why parts failed during operation, what to look for when you
inspect parts, and how to help prevent failures from occurring again.
Figure 1.1, Figure 1.2 and Figure 1.3 are examples of failed parts.
Most of the time, you can find the answers you need by visually
inspecting a failed component. Sometimes, however, this process
may require specialized knowledge or equipment.
Also, why a product failed can be difficult to determine, because a
failure can vary in appearance from vehicle to vehicle. Failures in
models from the same manufacturer can also vary, so it’s important
to use the information presented here as a guide, not a rule, when
you perform parts analysis inspections.
4002960a
Figure 1.1
Figure 1.3
Types of Wear
Normal Wear
Components that are operated correctly, and inspected and
maintained at recommended intervals, will eventually wear under
normal operating conditions. This is called “normal” wear.
Premature Wear
Components can wear prematurely and fail when a vehicle is
operated under the following conditions.
Main Causes of Premature Wear and

Component Failure
4002958b A Vehicle is Not Operated Correctly, or is Operated
Figure 1.1 Abusively
Figure 1.2
When a driver doesn’t operate a vehicle correctly, or operates it
abusively, components can fail immediately. Often, however,
damaged components will continue to operate, but fail at a later
time — even under normal operating conditions.
4002959a
Figure 1.2
ArvinMeritor Manual TP-0445 (Revised 04-08) 1

For example, when a driver speeds up the engine and rapidly Figure 1.6
releases the clutch (“popping the clutch”), or allows a vehicle’s Oil level must be even with
spinning wheel to hit dry pavement, it causes an immediate load, or bottom of fill plug hole.
force, to the driveline. Component failure can occur immediately, or
at a later time. Figure 1.4 and Figure 1.5.
Figure 1.4
FILL PLUG
4004601a
4004598a Figure 1.6
Figure 1.4 A Vehicle is Operated Outside Application,

Figure 1.5
Equipment and Load Limits Approved by Meritor
Components must be operated within the application guidelines
specified by Meritor. Otherwise, Meritor must approve applications
for vehicles operated outside these guidelines.
Meritor has four application types: linehaul, general service, heavy
service and restricted service. The descriptions in the table below
are typical for these types.
DRY SLIPPERY
PAVEMENT SURFACE
4004596a
Figure 1.5
A Vehicle is Not Maintained Correctly

Premature wear and damage to components will result if a vehicle is
not correctly maintained according to Meritor’s recommended
maintenance intervals and lubricant specifications. For example, the
lubricant is not specified by Meritor; the lubricant is contaminated;
or there’s insufficient lubricant or no lubricant at all in the system.
For example, lubricant contaminated with water, dirt or wear
particles will damage the mating surfaces of components,
particularly bearing surfaces. Other areas of concern are seals and
breathers. Figure 1.6.
2 ArvinMeritor Manual TP-0445 (Revised 04-08)

Table A
Application Miles Per Year Operating Conditions
Linehaul Over 60,000 A vehicle operates on concrete, asphalt, maintained gravel, crushed rock,
hard-packed dirt or other similar surfaces (moderate grades) and averages
two stops and starts per mile.
General Service Less than 60,000 A vehicle operates mostly on-road (less than 10% off-road) and averages two
stops and starts per mile.
Heavy Service Less than 60,000 A vehicle operates both on- and off-road (10% or more off-road) with
moderate-to-frequent stops and starts that average up to 10 stops per mile.
Restricted Service Low mileage Usually these vehicles are not licensed for highway use, are restricted to
15 mph, and average six stops and starts per mile.

2 An Investigative Approach
Guidelines to an Investigative What were the vehicle’s static and dynamic loading conditions? Is
2 An Investigative Approach
there evidence of cyclic loading or torsional vibration?

Approach
Was the vehicle maintained correctly? Check the vehicle’s service
When you visually inspect damaged components, a common error and maintenance logs, as well as the types and brands of grease
you can make is to assume the first damaged component you find and oil used. Are the lubricants the correct specification approved
is likely responsible for the failure. However, it’s important to by Meritor?
remember that instead of being the cause of the failure, the
damaged component actually may be the result of the failure. Check the vehicle’s overall condition. Look for grease and oil leaks.
Look for signs of abuse and recent repair. Check tire wear. Where
A positive way to conduct a failure analysis inspection is to use an possible, remove inspection plates, access doors and top covers to
investigative approach. Here are guidelines that will help you to find potential component damage in these areas.
perform a failure analysis inspection.
Is the vehicle covered with mud? Does it look as if it’s recently been
Record Your Findings powerwashed? If so, the vehicle may have been operated in an
application that wasn’t approved by Meritor.
Before you begin, be prepared to record all the results you obtain from
asking questions, and observing and inspecting damaged parts. Is the vehicle equipped with a lift axle, and was it in use at the time
of the failure? Does the vehicle have multiple retarders?
Ask Questions
Preparing Parts for Inspection
Try to Speak to People Who Can Help with Your
Investigation How to Prepare Damaged Parts for
Try to speak to the vehicle’s operator, the driver who recovered the Inspection
vehicle, and the repair technician. If an accident occurred, try to talk Don’t clean parts before you inspect them. Parts should be left in
to those people knowledgeable about the circumstances. A person their failed condition and position. If possible, the parts should
who’s witnessed the failure can provide important information, but remain with the vehicle; and if outdoors, protected from rain,
it’s important to listen objectively to all reports. contaminants, sand, etc.
About Damaged Parts
Did components fail over time or instantaneously? Were
Inspection Procedures for Parts
components stressed by cyclic overload? Analysis
What component or part failed first? Was the failure a result of a Inspect Damaged Parts
vehicle system failure? What’s the torque rating of the component
that failed? Collect the damaged parts. This includes Meritor components, as
well as those from other manufacturers. Assemble components into
Was the component repaired recently? Can you speak to the their original working order.
technician who repaired the component?
If there’s only one failure point or damaged component, begin the
Verify the weather and road conditions at the time of the failure. Was inspection there. If there’s more than one, inspect each component
the vehicle involved in an accident? If so, can you see the accident individually.
report or talk to witnesses?
Inspect the areas around components. Try to determine the failure
About the Vehicle type. Was it surface or fatigue fracture? Shock load? Was the failure
caused by insufficient lubrication or an incorrect lubricant? Was the
Determine if the vehicle was towed or driven to a garage for repair.
failure caused by spinout?
Was it connected to a trailer, or had the vehicle just been connected
to a trailer? Thoroughly inspect components for witness marks that can give
clues to why a component failed. Check for signs of vehicle abuse.
What’s the vehicle’s in-service date and application type?
When you’re inspecting a gear box that’s still assembled, check the
Verify the vehicle’s application and length of service. Check the
end play, backlash, tooth contact pattern, runout, etc.
vehicle’s mileage.

3 Failure Types and Terminology
Parts Analysis Bending fatigue also causes gears to change position, which affects
tooth contact patterns. Figure 3.3 shows concentrated loading at

This section provides descriptions of part failure types, as well as gear teeth corners instead of over the entire surface. Figure 3.4
parts analysis terminology that’s used in the field to describe shows two tooth patterns on the ring gear, because bending fatigue
conditions that cause components to fail. caused the gear to change position.
Beach Marks Figure 3.2
Beach marks result from a fatigue fracture and indicate the

progressive positions of an advancing fracture. Beach marks appear
as irregular curved rings that radiate from one or more origins.
They’re typically found on fractures caused by periodic or prolonged
stress from load applications.
Beach marks represent fatigue cycles that occurred before the
component failed completely. Visually, beach marks are often
compared to the rippling effect of a stone thrown into calm water.
Figure 3.1.
Figure 3.1
PROGRESSIVE SHEAR LIP

FLAT FATIGUE (SLANT FRACTURE)
FRACTURE WITH
CURVED BEACH
MARKS
4004529a
FAST
OVERLOAD 1 POINT OF ORIGIN
FRACTURE 2 BEACH MARKS
ORIGIN 1
3 FINAL FRACTURE
RATCHET Figure 3.2
MARK
Figure 3.3
ORIGIN 2
4005188a
Figure 3.1
Bending Fatigue (Fatigue Fracture)

Bending is a type of fatigue fracture that occurs when a shaft is
subjected to both torsional and bending fatigue at the same time.
Beach marks form and usually point toward the origin of the
fracture, which represents fatigue fracture cycles that occurred
before the component failed completely. Figure 3.2 shows beach
marks on an axle shaft that indicate it fractured as a result of
bending fatigue.
4004572a
TEETH BROKEN DUE TO FATIGUE AT HEEL END
Figure 3.3

Black Spots
Figure 3.4
Refer to Hot Spotting in this section.
“Blue” Brake Drum

Very high operating temperatures can cause the inside of the brake
drum to turn a blue color, which usually indicates that the drum is
damaged.
Brinelling (Surface Fatigue)

Brinelling is a type of surface fatigue that causes bearing rollers to
wear deep grooves into the mating surface. Figure 3.6. Brinelling of
a u-joint usually occurs when load applications exceed the vehicle’s
rating, which can also cause parts to spall from uneven load
application.
Figure 3.6
4004573a
1 ORIGINAL PATTERN
2 SECONDARY PATTERN
Figure 3.4
Figure 3.5 shows what happens when parts are under bending
fatigue. When the load is large, failure can occur within a few load
cycles. As the load becomes smaller, more load cycles are required
before failure will occur. When the load becomes even smaller, the
part can withstand load cycles without damage. Also refer to
Reverse Bending Fatigue in this section.
Figure 3.5
4002965a
BENDING/TORSIONAL FATIGUE This trunnion has severe brinelling. The roller bearings have worn
LARGE deep grooves that are easily detectable by touch.
Figure 3.6
BREAKDOWN LINE
LOAD Brinelling can also be caused by overloads on undersized u-joints
and by a breakdown of lubricant between the needle rollers and
trunnion. To determine if the condition you see is brinelling, check
ENDURANCE LIMIT the trunnions with your fingertips. Do you feel deep grooves? If so,
SMALL brinelling has occurred.
FEW MANY
NUMBER OF CYCLES “False” brinelling, also a type of surface fatigue, causes the needle
4004584a rollers to polish the trunnion surface, unlike brinelling, which causes
the rollers to wear deep grooves into the trunnion surface. To
Figure 3.5
determine if the condition is “false” brinelling, check the trunnion with
your fingertip. Do you feel deep grooves? If not, the condition is “false”
brinelling, the trunnion isn’t damaged and the u-joint is still usable.

Burnish (Brakes) Brake Compounding

The process of “breaking-in” new brake pads or shoes, so the The parking brake and service brake apply at the same time, which
linings conform to the disc or drum friction surfaces. can occur if a vehicle is not equipped with an anti-compounding
valve, or the anti-compounding valve malfunctions.
Bruising (Surface Fatigue)
Bruising is a type of surface fatigue that’s similar to brinelling, which
Crack-Pressure
causes dents in a metal surface. Metal chips or large particles of dirt In a brake system, crack-pressure is the amount of air pressure
circulate in the lubricant and become trapped between the bearing (in psi) that an air valve requires before air is able to flow through it.
cone, cup and rollers. Figure 3.7. A vehicle uses air valves with varying crack-pressures to maintain
brake balance between all wheel ends.
Figure 3.7
Crow’s Footing (Surface Fatigue)

Crow’s footing is a type of surface fatigue that runs lengthwise on
hypoid and amboid bevel gear teeth. Crow’s footing occurs when the
vehicle operates with insufficient or incorrect lubricant.
Metal-to-metal contact occurs, which causes friction to damage
parts. Figure 3.9 and Figure 3.10.
Figure 3.9
4004560a
Figure 3.7
Chevron Wear Pattern

A chevron pattern contains V-shaped radial marks on a brittle
fracture surface, usually on parts whose widths are considerably
greater than their thickness. Also called a herringbone pattern, the
points of the chevrons identify a fracture’s path by pointing toward
its origin. A chevron pattern is easily visible as a result of an
instantaneous failure, but you can see them on some fatigue failures
as well. Figure 3.8.
4004563a
Figure 3.8
Figure 3.9
4005193a
Figure 3.8

“Drive” and “Coast” Sides of Hypoid Ring

Figure 3.10
Gear Teeth
The “drive” side, or front side, of the ring gear teeth is where you’d
check for the tooth contact pattern, because it’s the side of the teeth
that drives the vehicle down the road under power.
The “coast” side, or back side, of the ring gear teeth, only contacts
the pinion when a vehicle’s decelerating; for example, when driving
down a hill.
Etching (Surface Fatigue)

Etching is a type of surface fatigue that corrodes metal and leaves
a dull stain on a part’s surface, because the lubricant was
contaminated with water. Water can enter the carrier through
breathers, or a damaged or worn seal, or as condensation from
humid weather.
4004562a
Water in lubricant damages bearing races and cups, and causes the
Figure 3.10 hypoid gear set to wear prematurely. Figure 3.12 shows corrosion
on the spigot bearing roller ends. Figure 3.13 shows etching
Crystalline Wear Pattern damage on the bearing rollers, non-contact surfaces and bearing
cage windows.
When a sudden, severe impact load occurs, the wear pattern that
forms on the surface of the part resembles crystal facets. Figure 3.12
Figure 3.11.
Figure 3.11
4004558a
Figure 3.12
4004524a
ROUGH CRYSTALLINE AREA

Figure 3.11

Fatigue Fracture
Figure 3.13
Types of fatigue fractures include bending, reverse bending,

torsional fatigue and root beam fatigue.
A fatigue fracture can be caused by cyclic torque overloads on a
component, torsional vibration, and twisting and bending. A facture
begins at one or more points, which you can identify by the ratchet
marks and subsequent beach marks that develop on the part.
Figure 3.15.
Figure 3.15
4004559a
Figure 3.13
Extreme Pressure (EP) Additives

Meritor axles require lubricants to contain a GL-5 level of extreme
pressure (EP) additives, which protect heavily-loaded parts to help
prevent surface fatigue, scoring and galling.
Flank Cracking (Surface Fatigue)

Flank cracking is a type of surface fatigue that’s similar to spalling,
because it causes metal to break into chips or fragments. When
flank cracking occurs, initially cracks form along the length of the
gear tooth. Once flank cracking appears, the tooth begins to 4004529a
crumble, and failure rapidly occurs. Figure 3.14.
1 POINT OF ORIGIN
Figure 3.14
2 BEACH MARKS
3 FINAL FRACTURE
Figure 3.15
In an axle assembly, a fatigue fracture is a common failure type.

A typical fracture begins when a load cycle is large, and failure will
occur after only a few load applications. Reducing torque load will
postpone imminent failure; however, repeated load cycles will
gradually weaken a component, and it will fail.
Some common types of fatigue in an axle assembly are surface
(contact) fatigue, which affects bearings and gear teeth; torsional
fatigue, which affects axle shafts; bending fatigue, which affects
gear teeth and axle shafts; and root beam fatigue, which affects
gear teeth.
4004536a
Figure 3.14

Fretting (Surface Fatigue) Offset Frosting

Fretting is a type of surface fatigue that’s similar to brinelling. Offset frosting has the same characteristics as frosting, but appears
Fretting, which is caused by torsional vibration, forms sludge on a at one side of the gear face. Offset frosting is caused by a difference
gear at or near the vibration point. The color of the sludge depends in the gear tooth contact face from one side to the other, or from a
on the quality of the lubricant and type of iron oxide that’s formed slight shift in gear set loading. As the gear continues to operate,
during torsional vibration. “Red mud” or “cocoa” sludge is abrasive sliding friction eventually removes frosting.
and increases component wear.
Galling (Surface Fatigue)
Inspect the back of the gear teeth on the forward drive axle carrier.
If you find a contact line on the rear side of the gear teeth on the Galling, a type of surface fatigue that occurs when two unlubricated
forward drive axle carrier, fretting has occurred. Figure 3.16. metal surfaces rub against each other. Galling is also called “metal
transfer.” Figure 3.17.
Figure 3.16
Figure 3.17
4004546a
4004570a Figure 3.17

FRETTING
Figure 3.16 A similar type of galling is called “scuffing.” Scuffing causes a
bearing to wear prematurely and eventually fail. Figure 3.18 shows
Frosting flat spots on the rollers and scoring on the rest of the assembly,
which indicate the scuffing damage.
Frosting is a normal wear condition on spur gear teeth that doesn’t
affect performance or gear life. Differences in gear tooth
manufacturing tolerances cause teeth in a gear set to have different
profiles. During operation, gear teeth attempt to conform to a
common gear tooth profile, and frosting wear occurs.
Frosting is a grayish or yellowish white color usually found at the
center of the teeth at the mating gear contact position. Light pitting
on the gear teeth also may accompany frosting. As the gear
continues to operate, sliding friction eventually removes frosting.

Imbalance (Brake)
Figure 3.18
Brake imbalance occurs when one or more wheel end brake doesn’t
perform to its designed capacity. Brake imbalance can result from
pneumatic or mechanical defects in the brake system.
Impact Fracture
Refer to Shock Load in this section.
Load Cycle
A load cycle is the amount of torque delivered by the engine to
drivetrain components over a period of time.
4004561a
Gross Axle Weight Rating (GAWR)
The gross axle weight rating (GAWR) is an axle’s maximum
Figure 3.18
allowable weight-carrying capacity.
Gear Ratio and Torque Multiplication Gross Vehicle Weight Rating (GVWR)
Gear ratio is the relationship between the number of turns made by The gross vehicle weight rating (GVWR) is a vehicle’s maximum
a driving gear to complete one full turn of a driven gear. If a smaller allowable weight rating, which includes a vehicle’s total weight, fuel,
driving gear has to turn three times to turn a larger driven gear once, fluids and full payload. Figure 3.19.
the gear ratio is 3:1.
Figure 3.19
With a 3:1 ratio and an engine torque of 1,600 lb-ft, the gears have
multiplied torque to 4,800 lb-ft (3:1) to rotate parts. How much
torque is multiplied always depends on the size relationship
between the driving and driven gears.
Heat Checking
GVW
Heat checking is fine lines or cracks on the surface of a brake drum
or rotor. Even though heat checking is a normal condition that
results when a friction surface continually heats and cools, it’s
important to recognize when cracks on the surface of the drum or
rotor indicate damage has occurred.
Under high temperatures or overload conditions, larger cracks can
develop and extend below the surface. Several heat checks aligned
GCW
across the braking surface require drum replacement. Cracks that
4004582a
align and approach the barrel area of the rotor, or lead to the vent
area, require rotor replacement. Figure 3.19
Hot Spotting (Black Spots) Gross Vehicle Weight (GVW)

Hot spotting (black spots) can appear on a brake drum’s surface The gross vehicle weight (GVW) is the vehicle’s total weight, fuel,
uniformly (over the entire surface), on only one side or in three fluids and full payload. Figure 3.19.
equidistant areas. Hot spotting requires drum replacement.

Gross Combined Weight Rating (GCWR) Normal Wear

The gross combined weight rating (GCWR) is a vehicle’s maximum Components that are operated correctly, and inspected and
allowable load rating. GCVW includes a vehicle’s total weight, fuel, maintained at recommended intervals, will eventually wear under
driver, trailer and payload. Figure 3.19. A vehicle’s GCWR typically normal operating conditions. This is called “normal” wear.
will be higher than its GVWR, because gross vehicle weight ratings
Also refer to Premature Wear in this section.
are determined by axle ratings, and a trailer has its own axles.
Gross Combined Weight (GCW) Offset Frosting

Refer to Frosting in this section.
The gross combined weight (GCW) is a vehicle’s total weight plus
fuel, driver, trailer and payload. Figure 3.19.
Origin Point
Mismatched Tires (Drive Axle) An origin point is the location where a fracture began. A part can
have a single origin point or multiple origin points.
Mismatched tires can cause excessive differential component wear.
Meritor recommends matching tires to within 1/8-inch (3.175 mm)
of the same rolling radius and 3/4-inch (19.05 mm) of the same
Pitting (Surface Fatigue)
rolling circumference. In addition, the total tire circumference of Pitting is a type of surface fatigue that forms pits, or cavities, on
both driving axles should be matched to each other as closely as metal surfaces. Initially, pits may be the size of a pinhead, or even
possible. Figure 3.20. smaller. If unchecked, pitting will progress until pieces of the surface
metal break from a component (“spalling”) and enter the axle
Figure 3.20
lubrication system.
Cyclic overloading and contaminated lubricant can damage bearing
cups and rollers, and hypoid gearing. Localized pitting on drive
pinion teeth can sometimes indicate that another axle component is
operating out-of-position. Figure 3.21.
Figure 3.21
Match tires of each axle:

• to 1/8" of same radius
• to 3/4" of same circumference
4004602a
Figure 3.20
4004531a
Mismatched Tandem Axle Ratios Figure 3.21

To function correctly, the forward and rear axles must operate with
axle ratios plus or minus one percent of each other. A mismatched
tandem axle pair can cause the carrier to overheat, lubricant
additives to deplete and axle components to wear prematurely.

Light or moderate pitting is a normal wear condition on transmission Figure 3.23
spur gear teeth that doesn’t affect performance or gear life. As the PROGRESSIVE SHEAR LIP
gear continues to operate, sliding friction eventually removes pitting. FLAT FATIGUE (SLANT FRACTURE)
FRACTURE WITH
However, heavy or deep pitting requires gear set replacement. CURVED BEACH
Figure 3.22. MARKS
FAST
Figure 3.22
OVERLOAD
FRACTURE
ORIGIN 1
RATCHET
MARK
ORIGIN 2
4005188a
Figure 3.23
Reverse Bending Fatigue (Fatigue Fracture)

4004911a
Reverse bending is a type of fatigue that breaks a component in two
Figure 3.22 directions, 180 degrees apart. Beach marks occur on each side of
the fractured area and move toward the center of the component.
Premature Wear Figure 3.24.
Components that are operated under the following conditions will Figure 3.24
wear prematurely. For example, premature wear occurs when

components are insufficiently lubricated or the lubricant is the
incorrect specification. Other cause of premature wear are a vehicle
is operated outside of approved equipment, load and application
limits, and a vehicle is operated incorrectly or abusively.
Also refer to Normal Wear in this section.
Ratchet Marks
When more than one fatigue fracture occurs, beach marks form and
create a raised, rough “ridge” between the origins of the fractures.
This ridge is called a “ratchet mark.” In this figure, you can see the
ratchet mark between the first fracture, (Origin 1), and the second
fracture, (Origin 2). Figure 3.23.
Figure 3.24

Root Beam Fatigue (Fatigue Fracture) Shock Load (Impact Fracture)

Root beam fatigue is a type of fatigue fracture that causes beach Shock load, also called an “impact fracture,” is a sudden and
marks to originate at or near the base of a gear tooth. These marks powerful force applied against a component. Shock load can destroy
start with a tooth that’s cracked or damaged by an instantaneous or damage a component immediately. Often, however, a component
shock load or repeated torque overloads, which causes localized damaged by shock load will continue to operate, but it will wear
cracks in the gear tooth roots. As mileage accumulates, initial prematurely or fail soon after the initial shock load has occurred.
hairline cracks expand, and gear teeth weaken progressively and
Shock load causes components to crack and separate from each
ultimately break.
other. Look for a rough, crystalline finish on the separated parts.
Figure 3.25 shows a less common root beam fatigue fracture that Torsional shock load results when a rapidly-applied twisting motion
occurred when shock load was strong enough to crack the tooth, occurs; for example, when an excessive amount of torque is
but not to break the entire tooth. delivered to an axle shaft.
Figure 3.25
Some Causes of Shock Load

앫 An operator backs under a trailer with excessive force. A
vehicle’s spinning wheel hits dry pavement. An operator misses
a shift.
앫 An operator speeds up the engine and rapidly releases the clutch
(“popping the clutch”), which causes an immediate force, or
load, to the driveline.
FINAL
RATCHET FRACTURE 앫 An operator locks the IAD when the wheels are spinning, which
MARKS
can damage the clutch collar and mating shaft splines, and other
carrier components.
Figure 3.26 shows a pinion gear damaged by shock load. The
MARRED
AREA
fracture has a rough, crystalline appearance and is broken at a
45-degree angle.
BEACH Figure 3.26
MARKS 4004541a
Figure 3.25
Scoring
Scoring is grooves or deep scratches on the surface of a brake drum
caused by metal-to-metal contact from worn brake pads or shoes,
or debris caught between the friction material and the friction
surface.
Scuffing (Galling) 4004526a

Refer to Galling in this section.
Figure 3.26

Figure 3.27 shows a hypoid gear seat damaged by shock load. Figure 3.28
Typically, the first tooth breaks at the heel, the second tooth breaks
completely, and the third tooth breaks at the toe. The figure shows
how two of the teeth were damaged by the pinion rubbing against
the area where the teeth broke.
Figure 3.27
4004524a
ROUGH CRYSTALLINE AREA

Figure 3.28
Figure 3.29
4004527a
1 ROUGH CRYSTALLINE AREA

2 SMEARED AREA
Figure 3.27
Figure 3.28 and Figure 3.29 show an axle shaft damaged by shock
load that fractured perpendicular to its centerline, which caused a
rough, crystalline surface to form on the shaft. This type of failure is
also called “torsional shear.” If the fracture is at a 45-degree angle
to the centerline, the damage is called “torsional tensile” failure.
4004525a
Figure 3.29

Spalling (Surface Fatigue)

Figure 3.31
When the metal surface of a component breaks into chips or

fragments as a result of wear fatigue, the condition is called
“spalling.” Spalling is a type of surface fatigue and is evident in the
advanced stages of pitting, which is the beginning of surface
fatigue. On u-joint trunnions, spalling usually affects those opposite
each other. Spalling also damages transmission spur gear teeth.
Starting as small pitted areas, spalling can progress rapidly.
Some causes of spalling are prolonged stress from excessive load
applications; or the components operate with no lubricant or a
lubricant that doesn’t meet the correct specification. Spalling can
also occur when components are operated beyond the maximum
mileage range. Figure 3.30 and Figure 3.31.
Figure 3.30
4004535a
Figure 3.31
Spinout
Spinout, also called “excessive differentiation,” typically occurs
when a tandem axle loses traction, and the inter-axle differential
(IAD) is in the unlocked position.
During spinout, the differential pinions spin at a high rate of speed,
which causes the pinions to be insufficiently lubricated. Heat
created from friction between the differential pinion gears and cross
legs can damage the axle.
Other causes of spinout, or excessive differentiation, are
4004534a mismatched tires and mismatched tandem axle ratios.
Figure 3.30
Stress Riser
A stress riser is a condition caused by fatigue that deforms metal on
a component’s surface. For example, welding on an axle creates
intense heat that changes the characteristics of the metal that
surrounds the weld, and an incorrect weld caused fatigue to occur.
In Figure 3.32, you can see that fatigue had created a stress riser,
which caused the axle to fail.

Figure 3.32 Figure 3.34
INCORRECT WELD
AT CAMSHAFT 4004532a
BRACKET
This illustration shows an advanced stage of pitting resulting in
4002968a spalling.
The camshaft bracket incorrectly welded on this trailer axle created Figure 3.34
a stress riser, which caused the axle to fail.
Figure 3.32
When the surface (contact) fatigue load is large, failure can occur
within only a few load cycles, as shown by the breakdown line in
Surface (Contact) Fatigue Figure 3.35. As the load becomes smaller, the number of cycles
Surface (contact) fatigue is a broad classification for a number of required for the part to fail increases. However, even smaller load
different types of damage that can occur on the load-carrying cycles eventually will result in a surface fatigue failure. The fatigue
surface of a component. Types of surface fatigue include pitting, characteristics of bearings subject to surface loads also follow the
spalling, flank cracking, galling, crow’s footing, scuffing, etching, breakdown line.
bruising, fretting and brinelling. Figure 3.35
SURFACE FATIGUE
Surface fatigue is usually caused by cyclic overloading on bearings LARGE
or gear teeth, and contaminated lubricant can accelerate surface
fatigue. Figure 3.33 and Figure 3.34. BREAKDOWN LINE
Figure 3.33
LOAD
SMALL
FEW MANY
NUMBER OF CYCLES
4004583a
Figure 3.35
4004531a Torque
Figure 3.33 Torque is a turning or twisting force that may or may not produce
motion. For example, engine power applies torque to the driveline;
the driveline delivers torque to the drive axles; the vehicle moves.
The difference between torque and horsepower: Torque may or may
not produce motion. However, motion is always required to produce
horsepower. Torque is usually measured in lb-ft.

Torsional Fatigue (Fatigue Fracture)

Unlike bending fatigue, torsional fatigue causes excessive twisting
that weakens components. Usually, you’ll see beach marks and
ratchet marks at the fracture’s origin point. However, if torsional
fatigue occurs on a splined shaft, you’ll see that the fracture started
at the base of each spline. Figure 3.36 shows a drive shaft
damaged by torsional fatigue. As the splines continued to weaken,
the metal formed a star-shaped radial pattern, eventually breaking
the shaft at the center.
Figure 3.36
4004539a
Figure 3.36
Torsional Vibration
Torsional vibration is a twisting and untwisting action in a shaft that’s
caused by the application of engine power (torque) or incorrect
driveline phasing or angles. Torsional vibration can cause premature
wear damage to all drivetrain components.
Witness Marks
Witness marks are evidence of fatigue (beach marks, ratchet marks,
for example), abusive machining, burn marks, corrosion, wear
damage, etc.
Working Angle
When two driveline components intersect at a Cardan u-joint, the
angle that’s formed is called a “working angle.”

4 Drive Axles

4 Drive Axles
WARNING
Wear safe eye protection to prevent serious eye injury when
you inspect heavy vehicle components.
This section provides a parts analysis process to help you determine

why drive axle components fail during operation, what to look for
when you inspect the parts, and how to help prevent failures from
occurring again.
Why a product fails can be difficult to determine, and a failure can
vary in appearance from vehicle to vehicle. Failures in models from
the same manufacturer can also vary, so it’s important to use the
information presented here as a guide, not a rule, when you perform
parts analysis inspections.
Common Causes of Drive Axle Component Failures

Cause Wear Damage That Can Occur
A vehicle is operated outside Meritor’s approved application or vocation Fatigue fracture, galling, spalling, shock load, overheated
capabilities. lubricant
The vehicle was modified from its original configuration without Meritor’s Fatigue fracture, galling, spalling, shock load, overheated
approval. lubricant
A driver operates a vehicle incorrectly or abusively. Fatigue fracture, shock load, spinout, overheated lubricant
An operator backs under a trailer with excessive force. Fatigue fracture, shock load
A vehicle’s spinning wheel hits dry pavement. Fatigue fracture, shock load
An operator misses a shift. Fatigue fracture, shock load
An operator speeds up the engine and rapidly releases the clutch Fatigue fracture, shock load
(“popping the clutch”).
An operator locks the IAD when the wheels are spinning. Fatigue fracture, shock load
An operator excessively “rocks” the vehicle. Fatigue fracture, shock load
The vehicle is operated with mismatched tire ratios, mismatched tandem Spinout, galling, overheated lubricant
axle ratios, or both.
The component is insufficiently lubricated, or the incorrect lubricant is Lubricant overheats, fatigue fracture, galling (crow’s footing),
installed. pitting
The lubricant is contaminated. Pitting, etching, spalling, overheated lubricant

4 Drive Axles
A Vehicle is Operated Outside its Application Figure 4.2
or Vocation AXLE HOUSING LIFE VS

HEAVY GROSS AXLE WEIGHT
Axles operated under conditions that exceed their design capacity
can wear prematurely. Fatigue, which can result from load cycles
that exceed a carrier’s gross vehicle weight rating (GVWR) or gross
combined weight rating (GCWR), can cause an axle to fail.
Figure 4.1. GAW
LOAD
Figure 4.1
GAWR
LIGHT
SHORT LONG
AXLE HOUSING LIFE
4004585a
GVW
Figure 4.2
Axle Fatigue
Three types of fatigue are common to axle components: surface
(contact) fatigue, which affects bearings and gear teeth; torsional
fatigue, which affects shafts; and bending fatigue, which affects
GCW gear teeth and shafts.
4004582a
The type of damage that occurs to components depends on the type
Figure 4.1 of fatigue that occurs. Bearing and gear tooth damage from surface
(contact) fatigue is different than damage to axle shafts caused by
Exceeding an Axle’s Maximum Gross Axle bending fatigue.
Weight Rating (GAWR)
Surface (Contact) Fatigue
Operating a vehicle at a weight that exceeds a carrier’s gross axle
When the surface (contact) fatigue load is large, failure can occur
weight rating (GAWR) will damage components, because a carrier is
within only a few load cycles, as shown by the breakdown line in
rated for a specific application. For example, if a vehicle is operated
on an unapproved road surface for the application, rolling resistance Figure 4.3. As the load becomes smaller, the number of cycles
required to destroy the part increases.
increases, and more torque is required to move the vehicle forward.
Over a period of time, torque overload occurs and damages However, smaller load cycles will eventually result in a surface
components. Figure 4.2. fatigue failure. The fatigue characteristics of bearings subject to
surface loads also follow the breakdown line. Figure 4.3.
Operational overload is a main cause of axle housing damage,
which occurs when the vehicle is loaded in excess of its GAWR. Figure 4.4 shows what happens when parts are under bending or
When GAW increases, axle housing life decreases. torsional fatigue. When the load is large, failure can occur within a
few load cycles. When the load becomes even smaller, the part can
withstand load cycles without damage.
Gears are subjected to both bending and surface loads. Surface
fatigue affects lightly loaded gears. As the load increases, damage
is caused by bending fatigue.

4 Drive Axles
Figure 4.5
Figure 4.3
SURFACE FATIGUE
LARGE
BREAKDOWN LINE
LOAD
SMALL
FEW MANY
NUMBER OF CYCLES
4004583a
Figure 4.3
Figure 4.4
BENDING/TORSIONAL FATIGUE 4004539a

LARGE
Figure 4.5
BREAKDOWN LINE
LOAD Bending Fatigue (Fatigue Fracture)
Bending is a type of fatigue fracture that occurs when a shaft is
subjected to both torsional and bending fatigue at the same time.
ENDURANCE LIMIT
Beach marks form and usually point toward the origin of the
SMALL
FEW MANY fracture, which represents fatigue fracture cycles that occurred
NUMBER OF CYCLES before the component failed completely. Figure 4.6 shows beach
4004584a marks on an axle shaft that indicate bending fatigue caused the
fracture.
Figure 4.4
Bending fatigue also causes gears to change position, which affects
Torsional Fatigue (Fatigue Fracture) tooth contact patterns. Figure 4.7 shows concentrated loading at
gear teeth corners instead of over the entire surface. Figure 4.8
Unlike bending fatigue, torsional fatigue causes excessive twisting shows two tooth patterns on the ring gear, because bending fatigue
that weakens components. Usually, you’ll see beach marks and caused the gear to change position.
ratchet marks at the fracture’s origin point. However, if torsional
fatigue occurs on a splined shaft, you’ll see that the fracture started
at the base of each spline.
Figure 4.5 shows a shaft damaged by torsional fatigue. As the
splines continued to weaken, the metal formed a star-shaped radial
pattern, eventually breaking the shaft at the center.

4 Drive Axles
4004529a
1 POINT OF ORIGIN
2 BEACH MARKS 4004573a
3 FINAL FRACTURE
1 ORIGINAL PATTERN
Figure 4.6 2 SECONDARY PATTERN
Figure 4.8
Figure 4.7
Figure 4.9 shows what happens when parts are under bending
fatigue. When the load is large, failure can occur within a few load
cycles. As the load becomes smaller, the number of cycles required
to damage the part increases. When the load becomes even
smaller, the part can withstand load cycles without damage.
Figure 4.9
BENDING/TORSIONAL FATIGUE
LARGE
BREAKDOWN LINE
LOAD
ENDURANCE LIMIT
SMALL
FEW MANY
NUMBER OF CYCLES
4004572a 4004584a
TEETH BROKEN DUE TO FATIGUE AT HEEL END Figure 4.9

Figure 4.7

4 Drive Axles
Spinout Other causes of spinout include loss of traction when backing under
a trailer, most often on wet and slippery pavement, or unpaved
Spinout (also called “excessive differentiation”) typically occurs
surfaces; starting on a slippery surface; operating on a slippery
when a tandem axle loses traction, and the inter-axle differential surface, especially on a hill or grade; and mismatched tire and
(IAD) is in the unlocked position. If an operator attempts to lock the
tandem axle ratios.
IAD when the wheels are spinning, severe damage to the clutch
collar, mating shaft splines and other carrier components will occur.
Examples of Typical Spinout Damage
During spinout, the differential pinions turn at almost twice the
speed of the drive shaft, which causes the pinions to be
Pinion Cross Failure
insufficiently lubricated. Heat created from friction between the Figure 4.12, Figure 4.13, Figure 4.14, Figure 4.15 and Figure 4.16
differential pinion gears and cross legs can damage the axle. show how spinout caused a pinion cross to fail. Damage progresses
Figure 4.10 and Figure 4.11. from normal wear, to moderate premature wear, and then to heavy
wear; and finally, the pinion cross fails.
The inter-axle differential (IAD) is more susceptible to damage from
spinout than the main differential, which operates at lower speeds Figure 4.12
and is submerged in oil.
Figure 4.10
MAIN DIFFERENTIAL ACTION
4004591a
Figure 4.10
4004544a
Figure 4.11
NORMAL WEAR
INTER-AXLE DIFFERENTIAL ACTION Figure 4.12
Figure 4.13
4004589a
Figure 4.11
In axles without an oil pump, centrifugal force displaces all of the oil
between the cross and pinions, and heat created by friction causes
these parts to seize. Sometimes differential pinions become so hot, 4004545a
they weld to the mating surfaces of the differential assembly.
MODERATE WEAR
Figure 4.13

4 Drive Axles
Figure 4.14
Figure 4.16
4004553a
PINION CROSS FAILURE
Figure 4.16
Helical Gear Journal

4004546a
Friction from spinout can cause galling at the helical gear journal
HEAVY WEAR AND GALLING and the rear side gear journal. Figure 4.17. If spinout damaged the
rear side gear, perform this inspection.
Figure 4.14
Figure 4.17
Figure 4.15
4004554a
Figure 4.17
Rear Side Gear

Figure 4.18 shows a rear side gear that’s been damaged by spinout.
4004549a
If the rear side gear bearing fails, you’ll find signs of overheating on
PINION CROSS FAILURE the outside of the carrier.
Figure 4.15 Spinout also caused the rear side gear to weld to the input shaft,
and the bearing is scored. This damage resulted from a spinning
rear wheel and a stationary forward axle, which prevented the
forward gear set from lubricating the rear side gear. Look for
localized heat damage and burned lubricant. Figure 4.19.

4 Drive Axles
Match tires of each axle:

• to 1/8" of same radius
• to 3/4" of same circumference
4004602a
Figure 4.20
4004555a
Figure 4.18 Mismatched Tandem Axle Ratios

To function correctly, the forward and rear axles must operate with
Figure 4.19
axle ratios within one percent. A mismatched tandem axle pair can
cause the carrier to overheat, the hypoid gear set to wear, metal
debris to collect on the magnetic drain plug, lubricant additives to
deplete, and the axle to wear prematurely. Mismatched tandem axle
ratios can also cause excessive differential component wear.
Torsional Vibration
caused by intermittent applications of engine power or torque.
However, severe torsional vibration can cause premature wear
damage to drivetrain components, and incorrect driveline angles or
out-of-phase drivelines can increase torsional vibration in a
drivetrain.
Shock Load
Shock load is a sudden and powerful force applied against a
4004556a component. Shock load can destroy or damage a component
Figure 4.19 immediately. Often, however, a component damaged by shock load
will continue to operate, but it will wear prematurely or fail soon after
Mismatched Tire Ratios the initial shock load occurred. Shock load causes components to
crack and separate from each other. Look for a rough, crystalline
Mismatched tire ratios can cause spinout to occur. Meritor finish on the separated parts. Figure 4.21 shows an axle shaft
recommends matching tires to within 1/8-inch (3.175 mm) of the damaged by shock load.
same rolling radius and 3/4-inch (19.05 mm) of the same rolling
circumference. In addition, the total tire circumference of both
driving axles should be matched to each other as closely as
possible. Figure 4.20.

4 Drive Axles
Shock load causes components to crack and separate from each Figure 4.22
other. Look for a rough, crystalline finish on the separated parts.

Torsional shock load results when a rapidly-applied twisting motion
occurs; for example, when an excessive amount of torque is
delivered to an axle shaft.
Figure 4.21
4004526a
Figure 4.22
Figure 4.23
4004524a
Figure 4.21
Figure 4.22 shows a pinion gear damaged by shock load. The

fracture has a rough, crystalline appearance and is broken at a
45-degree angle.
Figure 4.23 shows a hypoid gear set damaged by shock load.
Typically, the first tooth breaks at the heel, the second tooth breaks
completely, and the third tooth breaks at the toe. The figure shows
how two of the teeth were damaged by the pinion rubbing against
the area where the teeth broke. 4004527a
Figure 4.24 and Figure 4.25 show an axle shaft damaged by shock 1 ROUGH CRYSTALLINE AREA
2 SMEARED AREA
load that fractured perpendicular to its centerline, which caused a
Figure 4.23
rough, crystalline surface to form on the shaft. This type of failure is
also called “torsional shear.” If the fracture is at a 45-degree angle
to the centerline, the damage is called “torsional tensile” failure.

4 Drive Axles
The Vehicle Isn’t Maintained According to

Figure 4.24
Meritor’s Recommended Maintenance

Practices
Premature wear and damage to components will result if a vehicle is
not correctly maintained according to Meritor’s recommended
maintenance intervals and lubricant specifications. For example, the
lubricant is not specified by Meritor, the lubricant is contaminated,
or there’s insufficient lubricant in the system.
The Lubricant is Incorrect

A lubricant that doesn’t meet Meritor’s specifications will cause
components to wear prematurely. Meritor axles require lubricants to
contain a GL-5 level of EP additives, which protect heavily-loaded
parts to help prevent surface fatigue, scoring, galling and welding of
moving parts.
4004524a Installing a lubricant without EP additives causes hypoid gear teeth to
Figure 4.24 wear to a thin edge. If detected early, you’ll see that a crow’s footing
pattern formed on the gear teeth. Figure 4.26 and Figure 4.27.
Figure 4.25
Also, EP additives will deplete when a carrier overheats. For

example, the EP additive in drive axle lubricant begins to deplete
when the carrier’s temperature is consistently above 250°F
(121°C). The higher the temperature, the faster the additive
depletes. Crow’s footing, a result of overheating, causes lines and
ridges to appear lengthwise on hypoid and amboid bevel gear teeth.
Figure 4.28, Figure 4.29, Figure 4.30 and Figure 4.31 show drive
axle components damaged by burned lubricant and melted gear teeth.
Figure 4.26
Figure 4.25
Unapproved Vehicle or Powertrain

Modifications
Unapproved modifications to a vehicle’s original
configuration — for example, horsepower, torque, vocation,
suspension, transmission ratio, axle ratio, retarders and tire
4004564a
4004564a
size — can result in premature wear and damage to components,
as well as unsafe operating conditions. Figure 4.26

4 Drive Axles
4004563a
4004565a
CROW’S FOOT PATTERN
Figure 4.30
Figure 4.28
4004566a
4004562a
CROW’S FOOT PATTERN BURNED LUBRICANT ON DIFFERENTIAL CASE AND ODOR PRESENT

4 Drive Axles
Figure 4.33
Figure 4.31
4004567a
4004560a
MELTED GEAR TEETH
Contaminated Lubricant Low Lubricant Levels

Lubricant contaminated with water, dirt or wear particles will If a vehicle was insufficiently lubricated, damage can occur shortly
damage the mating surfaces of components, particularly bearing afterward. Friction from parts generates heat and causes
surfaces. Figure 4.32 and Figure 4.33. Other areas of concern are temperatures to increase considerably. If a vehicle was operated
seals and breathers. with no lubricant in the system, you’ll find damaged gear teeth, as
well as blueing on parts, which resulted from high operating
Figure 4.32 temperatures due to friction. Figure 4.34.
Low lubricant levels can result from leaking seals, which can be
caused by a clogged axle housing breather. Figure 4.35.
Figure 4.34
4004557a
Figure 4.32
4004569a
Figure 4.34

4 Drive Axles
Oil level must be even with

bottom of fill plug hole.
FILL PLUG 4006879a
4004601a
Figure 4.36
Figure 4.35
Thrust Washer Fragments

Metal Particles on the Magnetic Fill/Drain Figure 4.37 shows a main differential side gear thrust washer
Plug fragment. The loss of a fragment from the thrust washer is not
During maintenance procedures it is normal to find fine metal detrimental to the operation of the axle and does not require
particles adhering to the magnetic fill/drain plug. These particles are disassembly, inspection and replacement of the axle.
generated under normal operating conditions, and the magnets If you are concerned about additional fragments or component
attract the particles and prevent them from passing through the gear damage, perform an oil sample analysis. If the iron content of the
mesh or bearings. sample is above 1000 parts per million (ppm), inspect and repair the
However, larger metal particles adhering to the fill/drain plug, such carrier as necessary.
as gear teeth, bearing fragments, thrust washer fragments and
metal shavings, are not a normal condition.
Figure 4.37
It is important to be able to identify the differences between fine and

large metal particles to determine how they occurred and what
repairs may be required to prevent component damage.
Remove and Inspect the Magnetic Fill/Drain

Plug
Remove the magnetic fill/drain plug. Inspect the metal particles
adhering to the plug. Use the Guidelines in this technical bulletin to
4006880a
determine if the metal particles you find are fine (a normal condition)
or larger (a condition that is not normal). Figure 4.37
Guidelines Metal Shavings

Fine Metal Particles Figure 4.38 shows metal shavings which are remnants from the
housing machining process. Metal shavings adhere to the magnets
The fine metal particles attached to the magnetic plug in
and are not detrimental to the operation of the axle. It is not
Figure 4.36 are normal. Internal components can shed fine metal
necessary to perform further inspections or remove the carrier for
wear particles at a steady rate, especially during the break-in
cleaning.
period. In addition to the magnetic plugs, Meritor axles are also
equipped with four to six magnets in the housing to capture debris
generated during extended maintenance intervals used today.

4 Drive Axles
Figure 4.38
Check the Condition of the Oil
Most drive axle oils are either golden brown or deep red in color. If
the oil looks “milky brown” or has a “copper” color, the oil is
contaminated.
The oil samples in Figure 4.41 show how the lubricant may appear
during inspection. Refer to Oil Conditions for guidelines.
Figure 4.41
4006883a 1 2 3 4
Figure 4.38
Bearing and Gear Tooth Fragments

Figure 4.39 and Figure 4.40 show bearing and gear tooth
fragments. Both indicate a significant issue that can result in
component damage. Immediately remove the carrier, inspect it, and
perform required repairs. 4006885b
Figure 4.41
Figure 4.39
Oil Conditions
Sample 1: Red
Sample 2: Golden Brown
Both the red and golden brown samples show the typical
appearance of new GL5 EP oils that meet the SAE J2360
specification. They usually are golden brown, but also can be red in
4006881a
color. Figure 4.41.
Figure 4.39 Sample 3: Black

This black sample is used-oil with significant time and mileage. The
Figure 4.40 color change from red or golden brown to black is the result of a
normal chemical process that occurs as the additive package in the
oil degrades. The black color does not necessarily indicate that the
oil’s useful life has been exhausted. Perform a lubrication analysis to
verify that the oil can still be used in the carrier. Figure 4.41.
Sample 4: “Milky” Brown

This “milky” brown sample indicates the oil is contaminated with
significant moisture well above the allowable change specification of
>0.3%. Change the oil immediately. Also try to determine how the
4006882a
moisture entered the assembly and consider extending the
Figure 4.40 breathers on applications where this occurs. Figure 4.41.

4 Drive Axles
Copper (Sample Not Shown) Parts Analysis Process

A copper color indicates that the drive helical support thrust washer
This section provides a parts analysis process to help you determine
may have disintegrated. Use care when you evaluate the oil, as a why drive axle components failed during operation, what to look for
copper color can be confused with the normal color of some oils.
Perform a lubrication analysis to determine the amount of copper in
occurring again. Failures that cause primary damage are identified
the lubricant before you perform a physical inspection. under What To Look For.
앫 If the copper level is above 600 ppm: Remove the input shaft
assembly and inspect the drive helical support thrust washer. Bearing Adjusting Ring
앫 If the copper level is 600 ppm or below: You can continue to
Cause of Failure
use the oil.
Root beam fatigue damaged the drive pinion.
Table B: Used-Oil Analyses (ppm = parts per million)
What To Look For
Iron (Fe) If the level is 1000-1500 ppm, resample the
oil. If resampling indicates that the iron level is Primary Damage: Root beam fatigue caused the drive pinion teeth
above 1000 ppm, drain and replace the oil. to fracture and penetrate the gear teeth. Figure 4.42.
If the level is above 1500 ppm, drain and The adjusting ring on the flange side of the carrier pushed outward
replace the oil. at the cap-to-case area and bent the main differential bearing cap
Silicon (Si) If the level is greater than 100 ppm, drain and cotter pin. Figure 4.43.
replace the oil.
Prevention
If the level is greater than 0.3%, drain and
Water (H2O) Operate the vehicle within its approved application and weight limits.
replace the oil.
Phosphorus (P) If the level is less than 900 ppm, it is possible Figure 4.42
that the oil is not a GL-5 gear oil. Contact the

lubricant manufacturer or Meritor Materials
Engineering to determine the expected
phosphorus level of a new oil sample. Only
GL-5 type gear oils are approved for use in
Meritor differentials.
Toluene If the level is greater than 0.100 wt.%, drain
Insolubles and replace the oil.
Components Overheat During Operation

How Overheating Can Occur
앫 Lubricant is added over the assembly’s fill line during
maintenance procedures.
앫 The engine rating or torque rating was increased from the 4004640a
vehicle’s original specification.
앫 Air flow is restricted, which decreases ventilation through the Figure 4.42
system.
앫 A vehicle’s operated with incorrect driveline angles or
mismatched tires.
앫 A vehicle’s operated with a low lubricant level or the incorrect
lubricant.

4 Drive Axles
Figure 4.44
Figure 4.43
BENT COTTER PIN
4004642a
STRIPPED TEETH Figure 4.44
Figure 4.45
4004641a
Figure 4.43
Bearing Adjusting Ring

Cause of Failure
Shock load damaged the ring gear.
4004643a
What To Look For Figure 4.45
Primary Damage: Shock load fractured three adjacent teeth, Figure 4.46
causing them to penetrate the gear mesh. Figure 4.44.

The adjusting ring pushed out of the carrier cap assembly and bent
the cotter pin 90 degrees. Figure 4.45.
You can see marks on the adjusting ring where it was clamped
between the main differential bearing cap and carrier case.
Figure 4.46.
Prevention
Operate the vehicle within its approved application and weight
limits. Teach drivers how to correctly operate a vehicle.
4004644a
Figure 4.46

4 Drive Axles
Drive Pinion Gear

Figure 4.48
Cause of Failure
Lubricant was installed that didn’t meet Meritor’s specifications.
As a result, metal-to-metal contact of the ring and pinion gear
occurred.
What To Look For

Primary Damage: Ring gear edges are worn thin and knife-like,
and the hardened tooth surfaces no longer mesh with the pinion
gear. Most likely, the lubricant installed did not meet GL-5
4004648a
specifications, or high operating temperatures during operation
Figure 4.48
depleted extreme pressure (EP) additives. Figure 4.47 and
Figure 4.48.
Indications that the correct amount of incorrect lubricant was
Drive Pinion Gear
installed: the gear set is fairly clean with little evidence of heat, you Cause of Failure
don’t see any burned lube, and the lubricant contains metal
Root beam fatigue damaged the drive pinion gear.
particles.
Prevention What To Look For

Primary Damage: Drive pinion teeth have fractured and broken
Follow Meritor’s recommended maintenance practices and
from the pinion gear, and you see deep beach marks starting at the
service procedures.
roots. The pinion teeth were moderately overloaded over a period of
Figure 4.47
time, until a final load caused them to break from the shaft.
Figure 4.49 and Figure 4.50.
Ring gear teeth are damaged. Figure 4.49.
Prevention
4004647a
Figure 4.47

4 Drive Axles
What To Look For

Figure 4.49
Primary Damage: Axle shaft splines are twisted and distorted.

Figure 4.51.
The DCDL collar is broken. Figure 4.52.
Prevention
Teach drivers how to correctly operate a vehicle.
Figure 4.51
4004649a
Figure 4.49
4004655a
Figure 4.50
Figure 4.51
Figure 4.52
FINAL
RATCHET FRACTURE
MARKS
MARRED
AREA
BEACH
MARKS 4004541a
Figure 4.50
4004656a
Driver-Controlled Main Differential Lock Figure 4.52
(DCDL) Shift Collar
Cause of Failure
An operator locks the DCDL when the wheels are spinning, which
causes shock load and damages the clutch collar and mating shaft
splines.

4 Drive Axles
Driver-Controlled Main Differential Lock

Figure 4.54
(DCDL) Shift Collar

Cause of Failure
An operator locked the DCDL when the wheels are spinning, which
caused shock load to occur.
What To Look For

Primary Damage: The DCDL collar is broken into many pieces.
Figure 4.53.
The shift fork leg is broken, and a rough, crystalline surface formed
on the fracture. Figure 4.54.
Prevention
Figure 4.53
4004658a
Figure 4.54
Flange-Side Main Differential Bearing

Cause of Failure
Cyclic overloading occurred. Recommended maintenance practices
weren’t followed.
What To Look For

Primary Damage: You find spalling on the main differential bearing
rollers and race on the outer side of the rollers. Figure 4.55.
You find severe spalling on the undersurface of the drive pinion
teeth. Figure 4.56.
4004657a
Prevention
Figure 4.53
Operate a vehicle within its approved application and weight limits.
Follow Meritor’s recommended maintenance practices and service
procedures.

4 Drive Axles
What To Look For

Figure 4.55
Primary Damage: The axle housings are fractured at the 10 o’clock

position of the differential lock clearance notch. Figure 4.57.
The fractures originate at the inner rib flange, and run through the
bowl weld and into the axle housing cover. Figure 4.58.
Prevention
Figure 4.57
4004659a
Figure 4.55
Figure 4.56
4004661a
Figure 4.57
Figure 4.58
CRACK
INDICATION
4004660a OF HEAVY
LOADING
Figure 4.56
Axle Housings 4004662a
Cause of Failure Figure 4.58
The axles were loaded above specified limits for the application.

4 Drive Axles
Hypoid Ring and Drive Pinion Gears

Figure 4.60
Cause of Failure
The vehicle was operated with insufficient lubricant with depleted EP
additives.
What To Look For

Primary Damage: You find crow’s footing on both the ring and drive
pinion gears, which indicates a low lubricant level or lubricant with
depleted extreme pressure (EP) additives. The lubricant is black and
has a burned odor. Figure 4.59 and Figure 4.60.
You find a large accumulation of burned lubricant on non-working
surfaces.
Prevention
procedures. 4004664a
Figure 4.59
Figure 4.60

Cause of Failure
The vehicle was operated with insufficient lubricant with depleted EP
additives.
What To Look For

Primary Damage: The inner pinion cage and rollers are destroyed.
Insufficient lubricant or a low lubricant level caused friction and heat
buildup, which depleted EP additives. Figure 4.61 and Figure 4.62.
Lubricant on the ring gears is black with a burned odor. Figure 4.61
and Figure 4.62.
You find crow’s footing on both hypoid sets, and the drive pinion
gear is severely distorted. Figure 4.61 and Figure 4.62.
4004663a
Figure 4.59 Prevention

procedures.

4 Drive Axles
What To Look For

Figure 4.61
Primary Damage: The inner pinion bearing cup and cone are
friction-welded together. You find severe crow’s footing on the
hypoid set. Figure 4.63.
Lubricant on the surfaces of all interior components is black with a
burned odor.
The drive pinion stem contacts the pinion cover and wears a hole
into it. Figure 4.64.
Prevention
procedures.
Figure 4.63
4004665a
Figure 4.61
Figure 4.62
4004668a
Figure 4.63
4004666a
Figure 4.62

Cause of Failure
The vehicle was operated with insufficient lubricant.

4 Drive Axles
4004669a
Figure 4.64
4004670a
Inter-Axle Differential (IAD) Figure 4.65
Cause of Failure Figure 4.66
Spinout damaged the IAD.
What To Look For

Primary Damage: In Figure 4.65, you find galling on the first IAD.
On the second, you find excessive spinout damage possibly caused
by mismatched tires or axle ratios.
Primary Damage: In Figure 4.66, the third IAD shows a bent spider
leg, and a gear seized to another spider leg. The fourth IAD shows
that the spider legs have broken from the spline collar.
Prevention
Teach drivers how to correctly operate a vehicle. Check for
mismatched tires or axle ratios.
4004671a
Figure 4.66

4 Drive Axles
Inter-Axle Differential (IAD)

Figure 4.68
Cause of Failure
Spinout damaged the IAD.
What To Look For

Primary Damage: The drive pinions are excessively loose on the
spider legs. The pinions have worn into the IAD case. Figure 4.67.
Fatigue fractured the pinion washers. Figure 4.68. Abrasive
particles from spinout have caused one pinion washer to become
very thin.
The lubricant is contaminated with metal or other abrasive particles.
Fatigue caused the thrust washers to fail. Figure 4.69.
Prevention
4004673a
mismatched tires or axle ratios. Figure 4.68
Figure 4.67
Figure 4.69
4004674a
4004672a
Figure 4.69
Figure 4.67

4 Drive Axles
Inter-Axle Differential (IAD) Inter-Axle Differential (IAD)

Cause of Failure Cause of Failure
Spinout, and possibly shock load, occurred that damaged the IAD. Spinout damaged the IAD spider.
What To Look For What To Look For

Primary Damage: You find galling on the spider legs. Figure 4.70. Primary Damage: You find severe scoring on the spider legs, as
well as excessive wear on three non-seized legs. Severe wear
One pinion is missing from the IAD assembly. The IAD’s inside walls
damaged one of the spider legs. Figure 4.72.
are gouged and scuffed. There’s no case separation. Figure 4.71.
Primary Damage: You find galling, chipping and excessive wear on
Prevention the pinions. One pinion spins, but won’t slide off its spider leg.
Teach drivers how to correctly operate a vehicle. Check for Figure 4.73.
Prevention
Figure 4.70

Figure 4.72
Figure 4.70
4004677a
Figure 4.71
Figure 4.72
Figure 4.73
4004678a
4004676a
Figure 4.73
Figure 4.71

4 Drive Axles
Inter-Axle Differential (IAD) Primary Damage: One thrust washer is distorted and loose inside
the main differential case. Figure 4.75. Three washers show
Cause of Failure excessive abrasive wear. Figure 4.76.
Spinout damaged the IAD spider.
Prevention
What To Look For Teach drivers how to correctly operate a vehicle. Check for
Primary Damage: You find severe galling on the spider legs. Two mismatched tires or axle ratios.
loose spider legs have seized inside the pinions. Figure 4.74. Figure 4.75
The four spider legs were sheared from the spider at the splined hub
area. The differential case halves have separated and are broken.
Figure 4.74.
Prevention
Figure 4.74
4004682a
Figure 4.75
Figure 4.76
4004679a
Figure 4.74
Main Differential
Cause of Failure
Spinout damaged the main differential spider.
What To Look For

Primary Damage: Several main differential spider legs have seized
gears. Figure 4.75.
Primary Damage: Three legs have broken from the spider. Two 4004683a
gears have broken legs seized inside. Figure 4.75. Figure 4.76

4 Drive Axles
Flange-Side Main Differential

Figure 4.78
Cause of Failure
Contaminated lubricant was installed, or cyclic overloading
occurred.
What To Look For

Primary Damage: The flange-side main differential bearing rollers
are pitted and spalled. Figure 4.77.
Primary Damage: The bearing cage and rollers are missing from
the flange half of the main differential case. Figure 4.77.
Primary Damage: The flange-side differential bearing inner cone is
scuffed and galled. Figure 4.78.
Prevention
4004685a
procedures. Operate a vehicle within its approved application and
weight limits. Figure 4.78
Figure 4.77
Pinion Nut
Cause of Failure
Loss of pinion bearing preload caused the gear contact pattern to
shift.
What To Look For

Primary Damage: The threads on the end of the drive pinion show
that the pinion nut may have lost its specified preload or was not
correctly tightened during assembly procedures. It then slowly
backed-off, which enabled the drive pinion shaft to move
out-of-position. Figure 4.79.
Primary Damage: The drive pinion spline shows wear from a loose
yoke.
Primary Damage: The drive pinion contact pattern indicates the
assembly was operating out-of-position.
You find two different contact patterns on the drive pinion teeth.
4004684a
The spigot bearing inner cone is on the shaft and excessively worn.
Figure 4.77
The cage rollers are missing.
You find localized spalling on the inside portion of the bearing rollers
and a shifting drive pinion contact pattern, which indicates that the
assembly was operating out-of-position.
You find light galling at bearing contact surfaces.

4 Drive Axles
Prevention
Figure 4.80

procedures to correctly tighten the drive pinion nut to specification.
Figure 4.79
4004686a 4004687a
1 DRIVE PINION END THREADS Figure 4.80

2 DRIVE PINION SPLINES
3 SPIGOT BEARING INNER CONE Figure 4.81
Figure 4.79
Plain-Half Differential Case

Cause of Failure
The driver-controlled main differential lock (DCDL) was used
incorrectly.
What To Look For

Primary Damage: The DCDL splines have worn away. Figure 4.80
and Figure 4.81.
Prevention
4004688a
Figure 4.81

4 Drive Axles
Main Differential Case-to-Case Joint

Figure 4.83
Separation
Cause of Failure
Cyclic overloading occurred.
What To Look For

Primary Damage: The case-to-case bolts were broken by bending
fatigue, which was caused by a forward-reverse motion in the
driveline related to heavy loading and rough surface applications.
Figure 4.82.
You find galling between the bolt holes at the main differential case
joint. Notches on the main differential case halves and bolt holes are
often deformed or “wallowed out” from wear to the inside diameter.
Figure 4.83.
Prevention
Operate a vehicle within its approved application.
4004690a
Figure 4.82
Figure 4.83
Pump System Screens

Cause of Failure
The lubricant was contaminated, or the vehicle was insufficiently
lubricated.
What To Look For

Screen 1 is in normal condition. Figure 4.84.
Screen 2 is severely contaminated with burned lubricant that
includes some silicone gasket material, dirt and particles. When the
BROKEN BOLT screen was removed from the carrier, the lubricant was black and
sludge-like, which could affect the oil pump. Figure 4.84.
Screen 3 is filled with metal chips and particles. Figure 4.85.
Prevention
4004689a
Figure 4.82 procedures.
It’s also important to note that when you apply silicone gasket
material, the bead must not exceed 0.125-inch (3 mm), or you can
block lubrication passages and damage components.

4 Drive Axles
Rear Side Gear

Figure 4.84
Cause of Failure
Torsional vibration damaged the rear side gear.
What To Look For

Primary Damage: You find excessive wear on the rear side gear
bevel teeth. Figure 4.86.
The IAD pinion teeth are excessively worn. Figure 4.87.
Prevention
Inspect the driveline. Check that working angles and phasing are
correct. Check that suspension air ride height is correct.
Figure 4.86
4004691a
Figure 4.84
Figure 4.85
4004693a
Figure 4.86
4004692a
Figure 4.85

4 Drive Axles
Figure 4.88
Figure 4.87
4004695a
4004694a
Figure 4.88
Figure 4.87
Figure 4.89
Ring Gear
Cause of Failure
Cyclic overloading occurred, or the vehicle was operated under
severe conditions.
What To Look For

Primary Damage: The ring gear fractured into many pieces, which
indicates severe operating conditions and vehicle overloading.
There’s also evidence that an engine retarder overloaded the coast
side of the ring gear teeth during downhill braking. Figure 4.88.
You find a distinct tooth contact pattern change on the drive pinion.
All ring gear teeth show fatigue fractures that originate on the coast
side of the tooth roots. Figure 4.89.
Prevention
Operate a vehicle within its approved application and weight limits. 4004696a
Figure 4.89

4 Drive Axles
Ring Gear
Figure 4.92
Cause of Failure
Root beam fatigue or cyclic overloading occurred.
What To Look For

Primary Damage: The ring gear fractured into many pieces, which
indicates severe operating conditions and overloading. There’s
evidence that an engine retarder, used for downhill braking,
overloaded the coast side of the ring gear teeth. This is confirmed by
the heavy thrust-screw contact that occurred. Figure 4.90 and
Figure 4.91.
Primary Damage: You find heavy spalling on the main differential
bearing components. Figure 4.92.
The flange of the differential case half separated. Figure 4.93.
The gear-to-case bolts were loose. This condition isn’t related to the
gear failure, because the fracture doesn’t originate at the bolt hole,
but at the root of the teeth. 4004699a
You find heavy thrust screw contact on the backside of the ring gear.
Figure 4.92
Prevention Figure 4.93

Figure 4.90
4004697a
Figure 4.90
Figure 4.91
4004700a
Figure 4.93
4004698a
Figure 4.91

4 Drive Axles
Side Gears Axle Shaft and Differential Side Gear Spline

Most likely, shock load occurred when the vehicle’s spinning wheel The sliding fit that is required in the axle shaft-to-differential side
hit dry pavement. gear splined coupling allows for a small amount of angular
misalignment of the two components before hard contact occurs at
What To Look For the spline ends.
Primary Damage: A tooth broke from the main differential and side Overload conditions cause angular misalignment at the axle
gear. Several other teeth are cracked. shaft-to-side gear spline interface. As the load on the axle housing
Primary Damage: The side gear teeth next to the broken tooth are continues to increase, the angular misalignment becomes more
cracked at the base. Figure 4.94. severe, axle deflection occurs, and the increased contact pressure
in the differential side gear spline results in rapid wear.
Primary Damage: A rough, crystalline finish formed on both teeth
at the fractures. Figure 4.94. What To Look For
Carrier noise was reported. Primary Damage: Premature wear at the axle shaft-to-differential
side gear interface caused by unusually heavy contact at the spline
Prevention ends. Figure 4.95.
Prevention
Figure 4.94

Follow recommended maintenance practices.
Figure 4.95
PREMATURE WEAR
AT THE AXLE
SHAFT-TO-SIDE
GEAR SPLINE
INTERFACE
4006590a
Figure 4.95
4004705a Side Gear Thrust Washer

Figure 4.94 Cause of Failure
Spinout damaged the side gear thrust washer.
What To Look For

Primary Damage: The thrust washer seized onto the side gear.
Figure 4.96. You find burned lubricant and galling areas on the
thrust washer.

4 Drive Axles
Figure 4.96
4004707a
Figure 4.97
Figure 4.98
4004706a
Figure 4.96
Thrust Washers
Cause of Failure
Spinout damaged the thrust washer.
What To Look For

Primary Damage: One leg broke from the spider and seized within 4004674a
the pinion gear journal. Figure 4.97.
Figure 4.98
Primary Damage: You find excessive wear and galling on all four
spider legs. Figure 4.97. Oil Seals
The thrust washers are worn. Figure 4.98. If you notice moisture, wetness or oil drips on or around an axle oil
seal, it’s important to recognize if the seal is leaking, or if it only
Prevention appears to be leaking.
How to Recognize a Leaking Seal
Inspect the oil seal and surrounding area for wetness. If the seal and
area appear very wet or visibly drip oil, or if you notice oil dripping
from the bottom of the output seal retainer, replace the seal.
Inspect the yoke for wetness. Check for a leak path leading to the
rear lip of the seal. If you notice wetness around the yoke hub or a
leak path leading to the rear lip of the seal, replace the seal.

4 Drive Axles
How to Recognize a Seal That Appears to be Leaking

Figure 4.99
Seals come prelubricated with grease that melts at low

temperatures under normal operating conditions. Melted grease can
moisten or wet the area between the lip of the oil seal. When this
happens, you won’t find a leak path leading to the seal. If you notice
a moist seal and don’t find a leak path, do not replace the seal.
A seal can also become moist from lubricants applied to the yoke or
retainer bolts during assembly. When this happens, you won’t find a
leak path leading to the seal. If you notice a moist seal and don’t find
a leak path, do not replace the seal.
Seal Test Procedure

1. Thoroughly clean and dry the area around the entire seal
retainer casting, especially at the top.
2. Drive the vehicle for 15-20 minutes at highway speeds.
3. Check for wetness or moisture on or around the seal. Also
check for oil dripping from the seal. If you notice either of these
conditions, replace the seal.
Example 1: The Seal is not Leaking 4005123a
Figure 4.99
Cause of Failure
None Figure 4.100
What To Look For

The area around the seal is dry. There’s no evidence of displaced
packing grease or a leak path. Figure 4.99 and Figure 4.100.
Prevention
procedures.
4005124a
Figure 4.100

4 Drive Axles
Example 2: The Seal Appears to be Leaking Example 3: The Seal is Leaking

A failure is possible. Inspect the seal. If a failure has occurred, Most likely, dirt or contaminants have entered the seal, or the seal’s
determine its cause. service life is expended.
What To Look For What To Look For

Seals are prelubricated with packing grease that melts at low Inspect the oil seal and surrounding area for wetness. If the seal and
temperatures during normal operating conditions. In Figure 4.101, area appear very wet or visibly drip oil, or if you notice oil dripping
you’ll see the melted grease at the forward output through-shaft from the bottom of the output seal retainer, the seal requires
area. replacement.
Check the lubricant level. If it’s low, replace the seal. If not, monitor Inspect the yoke for wetness. Check for a leak path leading to the
the seal for leaks. rear lip of the seal. If you notice wetness around the yoke hub or a
Prevention Figure 4.102, Figure 4.103 and Figure 4.104.
procedures. Prevention
Figure 4.101
procedures.
Figure 4.102
4005120a
Figure 4.101
4005121a
Figure 4.102

4 Drive Axles
Figure 4.103
4005122a
Figure 4.103
Figure 4.104
4005125a
Figure 4.104

5 Drivelines
Parts Analysis Overview U-Joint

5 Drivelines
Evaluate Damaged Driveline Components Cause of Failure

Shock load applied a sudden and powerful force to the u-joint,
WARNING which caused it to fail. For example, the operator backed under a
Wear safe eye protection to prevent serious eye injury when trailer with excessive force, or the vehicle’s spinning wheel hit dry
you inspect heavy vehicle components. pavement.
This section provides a parts analysis process to help you determine What To Look For
why driveline components failed during operation, what to look for
A rough, crystalline surface has formed on the u-joint at the fracture
occurring again. point. Figure 5.2.
Most of the time, you can find the answers you need by visually Prevention
Why a product fails can be difficult to determine, and a failure can Figure 5.2

Driveline Components
A typical driveline consists of yokes, tubing, universal joints — and in
ROUGH CRYSTALLINE
some cases, a center bearing. Slip yokes enable a driveline to change SURFACE
in length, and u-joints enable it to operate at a variety of angles.
Figure 5.1. Tubing transmits turning torque from one u-joint to
another, and the center bearing provides support for longer drivelines. 4002962a
The main causes of driveline failure during operation are shock load, This universal joint shows a rough, crystalline finish typical of most
shock loads.
torsional vibration and lubricant issues.
Figure 5.2
Figure 5.1
CENTER BEARING
(UNDER FRAME) U-Joint
Cause of Failure
The u-joint failed because it wasn’t maintained according to
Meritor’s maintenance practices and intervals. Galling, a type of
FRONT REAR surface fatigue, can also occur when two unlubricated metal
TRANSMISSION AXLE AXLE surfaces rub against each other. Galling is also called “metal
transfer.”
What To Look For

NON-SLIP STANDARD
COUPLING SLIP ASSEMBLY SHORT COUPLED Heat and friction caused by insufficient lubricant, or installing an
SHAFT ASSEMBLY (“SLIP JOINT”) SLIP ASSEMBLY
incorrect lubricant, caused a u-joint to wear through the side of its
4002961a
bearing cap. A u-joint requires a high-quality extreme pressure (EP)
DRIVELINE COMPONENTS lubricant. Figure 5.3.
Figure 5.1

5 Drivelines
Prevention Prevention
Operate a vehicle within its approved application and weight limits. Teach drivers how to correctly operate a vehicle.
procedures. Figure 5.4
Figure 5.3
4002963a
Shock loads to drive shafts usually do not break or crack the shaft,
but cause it to twist.
Figure 5.4
4002966a
Yokes
This universal joint shows the damage that can happen from lack of Cause of Failure
lubricant. The friction and heat created by the lack of lubricant
caused the universal joint trunnion to wear through the side of its
Instantaneous shock load applied a sudden and powerful force to
roller bearing cap. the yoke, which caused it to fracture and fail. For example,
Figure 5.3 instantaneous shock load occurs when an operator backs under a
trailer with excessive force, or when a vehicle’s spinning wheel hits
dry pavement.
Drive Shaft Tube
What To Look For
Cause of Failure
The yoke fracture is a “clean break,” and a rough crystalline surface
Figure 5.4 shows that shock load occurred on a drive shaft tube.
has formed at the fracture point. Figure 5.5 and Figure 5.6.
What To Look For
Prevention
You’ll see that the tube is twisted and bent, but didn’t fracture or
separate from other components, which is the usual result of shock
load. The drive shaft tube is the only driveline component that’s
affected this way by shock load.

5 Drivelines
Figure 5.5
What To Look For

Figure 5.7 shows the effects of spalling on a u-joint trunnion that
most likely occurred from cyclic overloading. The surface of the
u-joint has broken into chips or fragments.
Prevention
Figure 5.7
CRYSTALLINE
SURFACE FROM
INSTANTANEOUS
SHOCK LOAD
4006591a
Figure 5.5
Figure 5.6
4002964a
This trunnion has spalled due to repeated overloads.

Figure 5.7
CRYSTALLINE U-Joint Trunnion

SURFACE FROM
INSTANTANEOUS Cause of Failure
SHOCK LOAD 4006592a
Brinelling, which is a type of surface fatigue, caused the needle
Figure 5.6
rollers to wear deep grooves into the trunnion surface, and in some
cases, the bearing cap.
U-Joint Trunnion
What To Look For
Cause of Failure
This roller bearing shows the effects of brinelling, which causes the
Spalling, a type of wear fatigue that breaks the surface of the needle rollers to wear grooves into the surface of the trunnion.
components into chips or fragments, caused the u-joint to fail. Figure 5.8.
When the metal surface of a component breaks into chips or To determine if the condition you see is brinelling, check the
fragments as a result of wear fatigue, the condition is called trunnion with your fingertip. Do you feel deep grooves? If so,
“spalling.” Spalling is a type of surface fatigue and is evident in the brinelling has occurred.
advanced stages of pitting, which is the beginning of surface
fatigue. You can usually find spalling on u-joint trunnions that are Prevention
opposite each other. Starting as small pitted areas, spalling can
progress rapidly.

5 Drivelines
Figure 5.8
4002965a
There is no question that this trunnion has brinelling. The roller
bearings have worn deep grooves that are easily detectable by
touch.
Figure 5.8
Splined Shaft
Cause of Failure
Torsional fatigue caused excessive twisting that weakened the
splined shaft and caused it to fail.
What To Look For

Torsional fatigue has damaged the splined shaft in Figure 5.9. The
fracture started at the base of each spline. As the splines continued
to weaken, the metal formed a star-shaped, radial pattern, which
eventually broke the shaft at the center.
Prevention
procedures.
Figure 5.9
SHOCK FAILURE (BENDING AND TWISTING)
ROUGH
FAILURE
SURFACE
SPLINE PLUG
4005154a
Figure 5.9

6 Trailer Axles

6 Trailer Axles
Figure 6.1
Evaluate Damaged Trailer Axle Components

WARNING TUBULAR AXLE BEAM
Wear safe eye protection to prevent serious eye injury when

you inspect heavy vehicle components.
This section provides a parts analysis process to help you determine TUBULAR AXLE BEAM
why trailer axle components failed during operation, what to look for
occurring again.
DROP CENTER AXLE BEAM
CRANK AXLE BEAM
the same manufacturer can also vary, so it’s important to use the 4002967b
parts analysis inspections. Figure 6.1
Main Causes of Trailer Axle Failure Trailer Axle

Shock load, torsional fatigue, bending fatigue and incorrect welds
Cause of Failure
are the main causes of trailer axle failure.
The camshaft bracket was welded incorrectly to the trailer axle.
Shock load can cause a trailer axle to fail immediately, or it will
fracture the axle, which usually depends on how fast the trailer’s What To Look For
moving and the weight it’s hauling. If a fracture occurs, the axle will
Welding on an axle creates intense heat that changes the
continue to operate and fail at a later time. For example, if a trailer is
characteristics of the metal that surrounds the weld, and an
overloaded and hits a large pothole, shock load will occur.
incorrect weld can cause fatigue to occur. In Figure 6.2, fatigue
Meritor trailer axles are available in a variety of sizes and had created a stress riser, which caused the axle to fail.
configurations, and are designed and rated for specific load
applications. Figure 6.1. The gross axle weight rating (GAWR) Prevention
specifies the maximum load limit for a trailer. Trailer axles that are Axle weld locations and welding procedures must adhere to Meritor
operated above their GAWR can be damaged by torsional fatigue standards and guidelines. Refer to Maintenance Manual 14, Trailer
and bending fatigue. Axles, for complete welding instructions. To obtain this publication,
refer to the Service Notes page on the front inside cover of this
manual.

6 Trailer Axles
INCORRECT WELD
4002969a
AT CAMSHAFT
BRACKET
This axle failed in a bending fatigue mode that began at a weld
4002968a location. The beach marks start at the initial fatigue point and move
The camshaft bracket incorrectly welded on this trailer axle created away from it.
a stress riser, which caused the axle to fail.
Figure 6.3
Figure 6.2
Trailer Axle
Trailer Axle
Cause of Failure
Cause of Failure
Torsional fatigue twisted the axle, which can occur when certain
Bending fatigue occurred, which was caused by an overloaded suspensions apply excessive loads to axle welds.
trailer axle. Under normal loads, a trailer axle will flex slightly as it’s
loaded and unloaded. However, if the axle’s overloaded and a stress What To Look For
riser is present, beam resistance is reduced, the axle flexes too Beach marks begin at the initial fracture point and then move away
much, and bending fatigue occurs. from it. When torsional fatigue weakens the axle, the fracture often
extends at a 45-degree angle to the axle’s centerline. Fractures
What To Look For often form as an “S” or “Z” shape. Figure 6.4.
Usually, bending fatigue failures are toward the outer edges of the
trailer axle. Figure 6.3 shows beach marks that begin at the initial Prevention
fracture point and then move away from it. Operate the vehicle within its approved application and weight limits.
Operate the vehicle within its approved application and weight limits.
4002970a
This axle failed in a bending fatigue mode that began at a weld
location. The beach marks start at the initial fatigue point and move
away from it.
Figure 6.4

6 Trailer Axles
Trailer Axle
Cause of Failure
Shock load applied a sudden and powerful force to the trailer axle.
Shock load can destroy or damage a component immediately. Often,
however, a component damaged by shock load will continue to
operate, but it will wear prematurely or fail soon after the initial
shock load has occurred.
What To Look For

Figure 6.5 shows a trailer axle that was bent by shock load. The axle
didn’t fail immediately, but flexed too much and didn’t return to its
original shape as it continued to operate. When a trailer axle is
damaged this way, the bend usually occurs outside the suspension
mounts. A bent axle can affect tire wear and how the trailer handles,
and must be replaced.
A bent trailer axle is not the same as a trailer axle damaged by
bending fatigue.
Prevention
limits.
Figure 6.5
4002971a
Bent axles require replacement.

Figure 6.5

7 Automatic Slack Adjusters

Figure 7.1
LARGE
Evaluate Damaged Automatic Slack PUSH CLEVIS
ROD PIN
Adjusters BRAKE CLEVIS
AIR
WARNING CHAMBER SMALL CLEVIS PIN
Wear safe eye protection to prevent serious eye injury when JAM ACTUATOR ROD
NUT
you inspect heavy vehicle components. COLLAR BOOT
HOUSING AND
This section provides a parts analysis process to help you determine BUSHING
ASSEMBLY ACTUATOR PISTON
why automatic slack adjusters failed during operation, what to look ROLLER (PIN) PRESSURE
for when you inspect the parts, and how to help prevent failures ACTUATOR RELIEF
(ADJUSTING CAPSCREW
from occurring again. GASKET
SLEEVE)
GEAR PAWL SPRING
Most of the time, you can find the answers you need by visually ADJUSTING PAWL
inspecting a failed component. Sometimes, however, this process WORM
may require specialized knowledge or equipment. WORM GREASE SEAL
GREASE MANUAL
Why a product fails can be difficult to determine, and a failure can FITTING GEAR SEAL ADJUSTING NUT
vary in appearance from vehicle to vehicle. Failures in models from 4002972a
information presented here as a guide, not a rule, when you perform AUTOMATIC SLACK ADJUSTER CUTAWAY
parts analysis inspections. Figure 7.1
Automatic Slack Adjuster Pawl Teeth

A slack adjuster is vital to correct brake operation. As linings wear, Cause of Failure
Meritor’s automatic slack adjusters automatically adjust clearance
between the brake lining, and brake drum or rotor on cam and air The pawl teeth are damaged.
disc brakes. Figure 7.1.
What To Look For
If a slack adjuster is installed at an incorrect angle, the brakes will
Figure 7.2 shows damage to pawl teeth that occurs when the
either have too much clearance, or the brakes will drag. Too much
adjusting nut is turned in the incorrect direction.
clearance will decrease braking efficiency and cause brakes to be
out-of-balance. Prevention
The main causes of automatic slack adjuster failure during operation Follow Meritor’s recommended maintenance practices and service
are incorrect installation, maintenance and rebuild practices. procedures.

RIPS
CAUSED BY
LUBRICATION
Lubricant injected into an ASA at high pressure can push the grease
boot off its seat or cause it to rip. Without a good sealing boot, the
lubricant can become contaminated. Inspect failed ASAs for signs of
lubrication at excessive pressures, or a stuck pressure relief fitting.
Figure 7.3
4002974a
The teeth on this pawl are stripped, metal rolled over the top from Automatic Slack Adjuster and Camshaft
turning the slack adjuster nut in the incorrect direction. Simply
remove the pawl before manually adjusting or backing off the slack Splines
adjuster. Be sure to reinstall the pawl after adjustment.
Cause of Failure
Figure 7.2
The slack adjuster was not correctly lubricated.
Automatic Slack Adjuster What To Look For

Figure 7.4 shows slack adjuster and camshaft splines that have
Cause of Failure
corroded from insufficient lubricant.
The slack adjuster was insufficiently lubricated, the lubricant was
contaminated, or the incorrect lubricant was installed into the slack Prevention
adjuster. Follow Meritor’s recommended maintenance practices and service
procedures.
What To Look For
Figure 7.4
Insufficient lubrication can cause internal friction, difficulty turning

the adjusting nut, and loss of automatic adjustment. If grease is
pumped into the fitting at a pressure that’s too high, it will push the
boot off the slack adjuster or rip the rubber boot. Both of these
situations will contaminate the grease. Figure 7.3.
Prevention
procedures.
4002977a
These splines were installed without the correct anti-seize
lubricant. Corrosion resulting from lack of lubrication often
damages splines.
Figure 7.4

8 Cam and Air Disc Brakes
Parts Analysis Overview Cam and Air Disc Brakes

Evaluate Damaged Brake Components Cause of Failure

Automatic slack adjuster angles are not correct.
WARNING
Wear safe eye protection to prevent serious eye injury when What To Look For
you inspect heavy vehicle components. A slack adjuster is vital to correct brake operation. As linings wear,
Meritor’s automatic slack adjusters automatically adjust clearance
This section provides a parts analysis process to help you determine between the brake lining, and brake drum or rotor on cam and air
why brake components failed during operation, what to look for disc brakes.
occurring again. If a slack adjuster is installed at an incorrect angle, the brakes will
either have too much clearance, or the brakes will drag. Too much
Most of the time, you can find the answers you need by visually clearance will decrease braking efficiency and cause brakes to be
inspecting a failed component. Sometimes, however, this process out-of-balance. Figure 8.1.
Prevention
vary in appearance from vehicle to vehicle. Failures in models from Follow service procedures and install the correct slack adjuster for
the same manufacturer can also vary, so it’s important to use the the brake type to prevent over-adjustment and excessive brake
information presented here as a guide, not a rule, when you perform clearance. Figure 8.2.
Figure 8.1
Main Causes of Cam and Air Disc Brake

Component Failures
Table C
Color of Part
Cam and Air Air Disc Template Number Applications
Cause Disc Brakes Brakes Only Dark brown TP-4786 Truck or tractor drum brake
Tan TP-4787 Trailer drum brake
Incorrect slack adjuster angles ✔ White TP-4781 Coach drum brake
Spring brake didn’t fully release ✔
Measure the slack
Excessive wear ✔ adjuster
arm length.
Air system problems ✔
High operating temperatures ✔
Lubricant issues ✔
Deep scoring on the rotor ✔ CAMSHAFT CENTER 4000369b
Paint or corrosion on caliper ✔ Figure 8.1
slide pins

3.750" AND 3.812" PUSH ROD SPRING BRAKE

SERVICE BRAKE
BRACKET OFFSET
RETURN SPRING
BSAP +
– 0.125"
SLACK
LENGTH CLEVIS
5.00"
5.50"
6.00"
6.50"
Standard Stroke Long Stroke

Chamber Clevis Chamber Clevis
(1.38") 1.38" (1.30") 1.30"
Slack
Adjuster SERVICE BRAKE SERVICE BRAKE
Size DIAPHRAGM DIAPHRAGM
5.00" 2.75" 2.25" 4002982a
5.50" 2.75" 2.25"
6.00" 2.75" 2.25" TYPICAL AIR CHAMBER CUTAWAY
6.50" 2.62" 2.25"
Figure 8.3
± 0.125" Tolerance. You must use the correct clevis with
the correct chamber type.
Figure 8.4
Correct positions of the automatic slack adjuster are

3.750-inch and 3.812-inch offsets only. For other
bracket offsets, refer to the vehicle manufacturer's
specifications.
4000360b
NORMAL DRIVING
Figure 8.2 AIR PRESSURE WITHIN THE SYSTEM HOLDS SPRING
BRAKES RELEASED, BUT ALWAYS READY FOR PARKING
OR EMERGENCY APPLICATION.
Cause of Failure
The spring brake didn’t fully release.
NORMAL SERVICE BRAKE
The spring brake applies braking force when the air system is SPRING BRAKE DOES NOT APPLY WITH NORMAL
drained, and it’s also used as a parking brake when the vehicle is SERVICE BRAKE APPLICATION AS AIR PRESSURE KEEPS
THE SPRING CAGED.
stationary. During operation, air pressure releases the spring brake
to move the vehicle, and the service brake half of the air chamber
controls braking. Figure 8.3.
What To Look For EMERGENCY BRAKES

THE SPRING BRAKE IS INSTALLED TO OPERATE EITHER
If the spring brake fails to fully release, the brakes will drag and the AUTOMATICALLY UPON TOTAL LOSS OF AIR PRESSURE
linings will wear prematurely. Look for damage caused by excessive OR BY FOOT VALVE MODULATED APPLICATION WHEN
THERE IS A LOSS OF PRESSURE IN THE PRIMARY AIR
heat buildup. Check for mechanical problems with the spring brake SYSTEM.
and problems in the air system. Figure 8.4. PARKING BRAKES
APPLICATION OF THE DASH CONTROL VALVE EXHAUSTS
AIR FROM THE SPRING BRAKE CHAMBER, PERMITTING
Prevention THE SPRING FORCE TO APPLY THE SERVICE BRAKE FOR
POSITIVE PARKING.
procedures. + SPRING BRAKE HOLD OFF PRESSURE
– SPRING AIR PRESSURE
O ATMOSPHERE PRESSURE
4002983b
Figure 8.4


Figure 8.5
Cause of Failure
Corroded or plugged air system valves prevented some brakes from
operating correctly, causing brake imbalance.
The air system supplies the force to apply and release the brakes.
Figure 8.4. If air valves stick because they’re corroded or plugged
with contaminants, the brakes may not apply, or they’ll apply with
too much force. For example, if a valve malfunctions, the parking
brakes and service brakes can apply at the same time and damage
components. This is called “compounding.”
Also, incorrect crack-pressure settings on relay valves in the tractor
and trailer cause one half of the vehicle to brake most often, or all of
the time; while the other half does little or no braking. This
imbalance between the tractor and trailer can result in increased
brake temperature and premature lining wear.
What To Look For 4002984a

Figure 8.5 shows a brake drum with deep scores and heat checks
caused by an air system problem that kept the air chamber partially This brake drum has two deep scores and heat cracks due to an air
system problem that kept the air chamber partially charged when
charged when the trailer brake wasn’t applied. As a result, the cam the trailer brake was not applied. As a result, the cam never
didn’t fully release, and brake drag occurred during operation. released fully and the shoes dragged against the drum causing the
damage shown.
Bleed the system’s wet tank daily to help prevent moisture buildup
that corrodes the air valves. Follow Meritor’s recommended Cam and Air Disc Brakes
maintenance practices and service procedures.
Cause of Failure
Excessive wear can occur when a vehicle is overloaded, or when
linings drag against the drum or rotor when the brakes should be
released.
What To Look For

Figure 8.6 shows metal-to-metal contact damage to the rotor when
excessive wear from brake drag removed the linings from the pads.
Prevention

Figure 8.7
Figure 8.6
4002980a
4002978a
This rotor has heat checks typical of minor overheating. This rotor
Excessive wear removed the linings from these disc brake pads and could be reused.
caused metal-to-metal contact with the rotor. The result was not Figure 8.7
only new pads, but a new rotor as well.

Cause of Failure
High operating temperatures damaged the brake components.
High operating temperature is one of the main causes of premature
lining wear. Some reasons why high operating temperatures occur:
The brakes are imbalanced, applied often, or they drag against the
drum. Premature wear accelerates as operating temperatures
increase. 4002979a
High operating temperatures will eventually cause brake This brake pad shows cracking on its entire friction surface due to
components — usually the linings, drums and rotors — to warp or severe operating temperatures.
fracture. Figure 8.7 shows a brake rotor damaged by scoring and Figure 8.8
heat cracks that were caused by an air system that wasn’t
functioning correctly.
What To Look For

Figure 8.8 shows a brake pad with heat checks on the entire friction
surface that resulted from high operating temperatures.
Prevention

Air Disc Brakes Only

Figure 8.10
Cause of Failure
Heavy heat checking damaged the rotor surface.
There are two types of heat checking: light and heavy. Figure 8.9.
What To Look For

Heavy heat checking is surface cracks that are wide and deep.
You must replace the rotor if heat checks have a width of more than
MAXIMUM
0.02-inch (0.5 mm), a depth of more than 0.04-inch (1 mm), and LENGTH = 75%
extend radially across the surface more than 75%. Figure 8.10.
4005052a
Light heat checks are fine lines or cracks on a rotor’s surface, Figure 8.10
a normal condition that results when the rotor’s friction surface
continually heats and cools. A rotor with light heat checking doesn’t Figure 8.11
need replacement. Figure 8.11 and Figure 8.12.
Prevention
procedures.
Figure 8.9
4005053a
Figure 8.11
Figure 8.12
4001600a
Figure 8.9
4002980a
Figure 8.12

Air Disc Brakes Only Prevention

Cause of Failure Follow Meritor’s recommended maintenance practices and service
procedures.
The rotor is has deep grooves or scores.
Figure 8.14
What To Look For

Inspect both sides of the rotor. If you find grooves or scores of a
depth less than 0.02-inch (0.5 mm), continue to use the rotor. If the
grooves are greater than 0.02-inch (0.5 mm), you may choose to
resurface the rotor. If the rotor thickness measured across any
groove is less than 1.46-inches (37 mm), discard and replace the
rotor. Figure 8.13.
Prevention
procedures.
Figure 8.13
4002991a
Paint or corrosion on the caliper slide pins can cause uneven pad
wear and reduced braking ability. These pads show the results of a
corroded slide pin, as well as a failure to check the brakes
periodically.
Figure 8.14
Brake Drums
4001601a
Figure 8.13
Normal Wear
Brake drums wear evenly under normal operating conditions. Use
Model ADB 1560 Air Disc Brake Only fleet history, if available, to determine the approximate wear rate of
tractor drums. Normal wear is the usual reason that a brake drum’s
Cause of Failure removed from service.
There’s paint or corrosion on the caliper slide pins.
Deep, Uniform Wear
What To Look For Deep, uniform wear at the edge of the drum where the lining path
begins can result from brake drag, imbalance, contaminants
Slide pins enable the caliper assembly to apply braking pressure on
embedded in the brake lining, no brake retarder, braking with a
both sides of the rotor. If the slide pins are painted, the caliper can
hand valve, not downshifting on steep grades, and exceeding a
corrode and seize, and only the inboard pad will apply pressure. As
vehicle’s braking capacity. Figure 8.15 and Figure 8.16.
a result, the inboard pad wears prematurely. Figure 8.14.
Replace the drum. Install dust shields; or if they’re installed, remove
When a caliper assembly is insufficiently lubricated, the slide pins
the shields and operate the vehicle.
will corrode and cause the brake pads to drag on the rotor. If a
caliper assembly is over-lubricated, pressure will build up and
prevent the brake pads from retracting. Figure 8.14.

4001703a
4001701a
Figure 8.17
Figure 8.15
Figure 8.16
Heat Checking
Heat checking is fine lines or cracks that uniformly cover the drum’s
surface. Heat checking is a normal condition that results when the
drum’s friction surface continually heats and cools. However, if the
drum operates under high temperatures or overloaded conditions or
if the vehicle operates under heavy braking, larger cracks can
develop and extend below the surface.
What To Look For

Fine lines and cracks over the entire drum surface that are less than
one-inch (25.4 mm) in length.
What To Do
4001702a Replace the drum.
Figure 8.16
Prevention
Deep Wear on Only One Side of the Drum Follow Meritor’s recommended operating guidelines, maintenance
practices and service procedures. Figure 8.18.
Deep wear on only one side of the drum indicates the drum is
machined out-of-round, or the drum was dropped or bent. No Figure 8.18
evidence of hot spotting may be evident. Replace the drum.

Figure 8.17.
4001704a
Figure 8.18

Heat Checking on Only One Side of the Drum Conditions That Can Cause Failures
What To Look For to Occur
Look for fine cracks on only one side of the drum surface. However,
cracks that are one-inch (25.4 mm) or more are usually deep and Black Spots (Hot Spotting) on the Drum’s
require drum replacement. Hot spotting may or may not be evident, Surface
and you also may find deep wear on the same side of the drum.
What To Look For
Heat checking on only one side of the drum can indicate that the
drum is machined out-of-round, it was dropped or bent, or the Black spots are on the entire drum surface (uniform), are on only
drum-to-pilot fit has too much end play. Figure 8.19 and one side of the drum surface, or are in three equidistant areas of the
Figure 8.20. drum surface.
Some causes of hot spotting are water contacted the overheated
What To Do drum, causing the drum to cool unevenly; the brake drum’s not
Replace the drum. centered to the lining; the brake lining and drum mating surfaces
burnished too slowly; brake drag occurred during operation; the
Prevention linings are extremely hard; or the type of lining installed wasn’t
Follow Meritor’s recommended operating guidelines, maintenance approved by the original equipment manufacturer. Figure 8.21,
practices and service procedures. Figure 8.22 and Figure 8.23.
Figure 8.19
What To Do
Replace the drum.
Prevention
Follow Meritor’s recommended operating guidelines, maintenance
practices and service procedures. Operate the vehicle within its
approved application and weight limits.
Figure 8.21
4001704a
Figure 8.19
Figure 8.20
4001706a
Figure 8.21
4001705a
Figure 8.20

Prevention
Figure 8.22
Follow Meritor’s recommended operating guidelines, maintenance

practices and service procedures. Operate the vehicle within its
approved application and weight limits.
Figure 8.24
4001707a
Figure 8.22
Figure 8.23
4001709a
Figure 8.24
Scoring
What To Look For
Look for grooves or scratches (scoring) on the surface of a drum
deeper than 0.10-inch (2.54 mm) and wider than 0.030-inch
HOT
(0.076 mm), which was caused by metal-to-metal contact from
SPOTS REPLACE DRUM worn brake pads or shoes, or debris caught between the friction
material and the friction surface. Figure 8.25.
4001708a
Figure 8.23 What To Do

Replace the drum.
Polished (Glazed) Drum
Prevention
What To Look For Follow Meritor’s maintenance practices and service procedures.
A polished (glazed) drum has a mirror-like finish on the friction Operate the vehicle within its approved application and weight limits.
surface caused by an incorrect friction material, brake imbalance,
low-pressure braking or the type of lining installed wasn’t approved
by the original equipment manufacturer. Figure 8.24.
What To Do
Replace the drum.

Broken Bolt Flange (Drum Surface Not

Figure 8.25
Cracked)
What To Look For
The bolt flange is broken, but the drum surface isn’t cracked. This
situation usually results when an incorrect drum was assembled
onto a hub or spoke wheel. When the fasteners were tightened, the
clamping load cracked the flange. Flanges can also break if both
brake shoes don’t contact the drum at the same time. Figure 8.27.
What To Do
Replace the drum.
4001710a
Prevention
Figure 8.25
Follow Meritor’s service instructions for assembly and disassembly
procedures.
“Blue” Drum
Figure 8.27
What To Look For

Very high operating temperatures can cause the brake drum to turn
a blue color, and components are damaged.
Some causes of a blue drum are the axle and wheel-end imbalance
has occurred, the lining wasn’t approved by the original equipment
manufacturer, the braking system is incorrect for the application, or
brake drag occurred during operation. Figure 8.26.
What To Do
Replace the drum or rotor.
Prevention 4001712a
Follow Meritor’s maintenance practices and service procedures. Figure 8.27
Operate the vehicle within its approved application and weight limits.
Figure 8.26
Broken Bolt Flange (Cracked Drum Surface)
What To Look For
High temperatures caused the expanding brake shoes to separate
the bolt flange from the drum with enough force to crack the drum,
but the flange remained intact. A cracked drum surface occurs from
excessive wear, heat checking or hot spotting, or a combination of
these conditions. Figure 8.28.
Sometimes, however, the bolt flange breaks, but the drum doesn’t
crack. This condition usually occurs because the drum pilot
interfered with the hub or wheel pilot, or the drum was broken
before assembly.
4001711a
Figure 8.26

What To Do
Figure 8.29
Replace the drum.
Prevention
Figure 8.28
4001714a
Figure 8.29
Worn Brake Drum Bolt Holes

What To Look For
4001713a Worn bolt holes result because the bolts weren’t tightened to the
Figure 8.28 correct torque specification. Drum pilots also can be worn and
damaged, and runout in the brake drum could have occurred.
Cracked Drum Figure 8.30.
What To Look For What To Do

The drum has cracked, but may not show signs of wear, heat Replace the hub and drum.
checking or hot spotting. A drum can crack when the parking brake
Prevention
is set while the brakes are very hot. The cooling drum contracted on
the brake shoes with enough force to crack the drum. Operate the vehicle within its approved application and weight
limits. Follow Meritor’s maintenance practices and service
Brake drum pilot interference with the hub or wheel pilot also can
procedures.
cause the entire cross section of the drum to crack, if the drum was
forced onto the pilot. Figure 8.29. Figure 8.30
What To Do
Replace the drum.
Prevention
limits. Follow Meritor’s maintenance practices and service
procedures.
4001715a
Figure 8.30

Oil or Grease Has Penetrated and Discolored

the Drum Surface
What To Look For
The brake system has been contaminated with lubricant when the
following conditions are evident: oil or grease has penetrated the
drum’s surface; the brake drum is discolored; and lubricant is
evident on the components, which resulted from wheel or hub oil
seals that leaked. All of these conditions require drum replacement.
Figure 8.31.
What To Do
Try to remove the oil or grease from the drum. If it can’t be removed
completely, replace the drum.
Prevention
Follow Meritor’s maintenance practices and service procedures.
Figure 8.31
4001716a
Figure 8.31

Conditions That Can Affect Brake Drum Wear

Table D: Causes of Brake Drum Wear
Condition Possible Causes
Brake drag Worn camshaft bushings
Damaged or plugged relay valves or air exhaust ports
Incorrect slack adjuster operation
Bent air chamber push rods
Weak or broken air chamber or shoe return springs
Swelling and growth of new linings
Air system imbalance
Pinched air hoses or tubing
Excessive drum-to-pilot end play Mating hub or wheel pilot machined under-size
Hub or wheel pilots not centered to bearing bores
Hub pilots are contaminated or corroded
Drum incorrectly assembled onto pilot
Drum not centered to lining
Drum is incorrectly seated on the Corroded mounting surface
hub or pilot wheel Corroded aluminum hub and drum assembly
Iron or aluminum hub pilot not correctly clean prior to installation
Both brake shoes don’t contact the Brake drum isn’t centered to the hub
drum at the same time
Heavy braking Braking system incorrect for the application
Linings not approved by the original equipment manufacturer
Operator technique
High-temperature applications (city and construction)
Brake imbalance
Bent spiders
Bent shoes don’t uniformly contact the brake surface
Brake imbalance Pneumatic imbalance between the axles
Plugged or corroded relay valves
Linings not approved by the original equipment manufacturer
Incorrect brake power (AL Factor)
Imbalance between the apply and release threshold pressures

9 Transmissions
Parts Analysis Overview Verify that the lubricant installed was the correct specification and
9 Transmissions
viscosity. Were different types of oil mixed together and installed in

Evaluate Damaged Transmission the vehicle? Was the vehicle operated with sufficient lubricant?
Was the vehicle maintained according to Meritor’s recommended
Components
maintenance practices?
WARNING Prevention
To prevent serious eye injury, always wear safe eye protection
when you perform vehicle maintenance or service. Operate the vehicle within its approved application and weight
limits. Follow Meritor’s recommended maintenance practices and
This section provides a parts analysis investigative process to help service procedures.
you determine why transmission components fail during operation,
what to look for when you inspect the parts, and how to help prevent Spur Gears
failures from occurring again.
Cause of Failure
Spalling damaged the spur gear.
may require specialized knowledge or equipment. When the metal surface of a component breaks into chips or
fragments as a result of wear fatigue, the condition is called
“spalling.” Spalling is a type of surface fatigue and is evident in the
advanced stages of heavy pitting. Spur gears damaged by spalling
the same manufacturer can also vary, so it is important to use the
require replacement.
parts analysis inspections. What To Look For
Spalling on spur gear teeth looks similar to heavy pitting, but the
Causes of Transmission Failures
cavities are usually larger in diameter and shallower in depth.
Metal mating surfaces wear as a transmission operates. Figure 9.1. Was the gear overloaded?
Transmission oil helps to minimize spur gear wear, because oil
protects components from metal-to-metal contact. The most Prevention
common types of wear conditions on spur gears are frosting, offset Operate the vehicle within its approved application and weight
frosting, pitting, spalling, scoring, shock load and fatigue fractures. limits. Teach drivers how to correctly operate a vehicle.
Parts Analysis Process Figure 9.1
Spur Gears
Cause of Failure
Heavy or deep pitting damaged the spur gear.
Pitting is a type of surface fatigue that forms pits, or cavities, on
metal surfaces. If pitting is heavy, it can progress until pieces of
surface metal break, or spall, from a component. This is called
“spalling.”
What To Look For

Look for heavy or deep pitting on the entire spur gear tooth contact
surface. Spur gears damaged by heavy pitting require replacement. 4004912a
Figure 9.1

9 Transmissions
Spur Gears
Figure 9.3
Cause of Failure
Galling or “metal transfer” damaged the spur gear.
Galling, also called “metal transfer,” occurs when two unlubricated
metal surfaces rub against each other, usually as a result of high
operating temperatures caused by insufficient lubrication.
Figure 9.2 and Figure 9.3 show how metal separated from the gear
teeth and welded to the mating gear teeth. Spur gears damaged by
galling require replacement.
What To Look For

Verify that the correct lubricant was installed, not multi-viscosity
4004914a
engine oil or extreme pressure (EP) GL-5 oil. Also, were different
types of oil mixed together and installed into the vehicle? Was the Figure 9.3
vehicle operated with insufficient lubricant and under high operating
temperatures? Spur Gears
Were any seals leaking? Was the vehicle maintained according to
Cause of Failure
Meritor’s recommended maintenance practices?
Shock load damaged the spur gear.
Prevention
Shock load occurs when a sudden and powerful force is applied
Follow Meritor’s recommended maintenance practices and service against a component. Shock load can destroy or damage a
procedures. component immediately. Often, however, a component damaged by
Figure 9.2
shock load will continue to operate, but it will wear prematurely or
fail soon after the initial shock load has occurred.
other. Spur gears damaged by shock load require replacement.
What To Look For

Examine the entire transmission. If teeth have broken from the gear,
check for subsequent damage that may have occurred as a result.
Look for a rough, crystalline finish on the surface of the spur gear.
Figure 9.4, Figure 9.5 and Figure 9.6.
Also try to determine if the operator backed into a loading dock with
excessive force, or if the vehicle’s spinning wheel hit dry pavement.
Did the operator miss a shift? Did the operator speed up the engine
and rapidly release the clutch (“popping the clutch”)?
Prevention
4004913a
Figure 9.2

9 Transmissions
Spur Gears
Figure 9.4
Cause of Failure
Fatigue fracture damaged the spur gear.
Fatigue fracture is caused by cyclic torque overloads on a
component, torsional vibration, and twisting and bending. A fatigue
fracture quickly reduces the overall strength of a gear, reducing its
ability to withstand operating load. Figure 9.7.
What To Look For

A fatigue fracture begins at one or more points. Look for ratchet
marks and subsequent beach marks on the part. Beach marks
represent fatigue cycles that occurred before the component failed
4004915a
completely. Visually, beach marks are smooth, curved radial lines
Figure 9.4 that originate from the fracture site. At the failure site, however,
Figure 9.5
beach marks are rough and brittle. Spur gears damaged by
fatigue fracture require replacement.
Prevention
limits.
Figure 9.7
SURFACE
LOADED TOOTH CONTACT STRESS
DEFLECTION
LOAD
TENSILE
COMPRESSIVE
STRENGTH
STRENGTH
DRIVE GEAR
MATING GEAR
4004916a CONTACT SURFACE
Figure 9.5 GEAR TOOTH
NOTE:
Figure 9.6
Fracture
occurs at
the root SPREAD DIRECTION
of the OF FRACTURE DUE TO
gear tooth. INITIATION OF CYCLICAL LOADING
FATIGUE FRACTURE
4004918a
Figure 9.7
4004917a
Figure 9.6

9 Transmissions
Spur Gears
Figure 9.9
Type of Wear
Frosting damaged the spur gear.
What To Look For

Frosting is a grayish or yellowish white color usually found at the
center of the teeth at the mating gear contact position. Light pitting
on the gear teeth also may accompany frosting. Figure 9.8,
Offset frosting has the same characteristics as frosting, but
appears at one side of the spur gear face. Offset frosting is caused
by a difference in the gear tooth contact face from one side to the
other, or from a slight shift in gear set loading. 4004909a
No action is required. Frosting is a normal wear condition on spur Figure 9.10
gear teeth that does not affect performance or gear life. As the gear
continues to operate, sliding friction eventually removes frosting.
If frosting is the only wear you see on spur gears, do not replace
the gears.
Figure 9.8
4004910a
Figure 9.10
4004908a
Figure 9.8

9 Transmissions
Roller Bearings Roller Bearings

Heavy pitting damaged the roller bearings and most likely Excessive end play loosened the rollers in the bearing cage,
changed bearing adjustment and bearing alignment. which caused the bearing rollers to damage the cage.
Pitting is a type of surface fatigue that forms pits, or cavities, on What To Look For
metal surfaces. Figure 9.11. If pitting is heavy, it can progress until
pieces of surface metal break, or spall, from a component. Look for wider bearing pockets and “skidding” wear on the cup and
cone surface. Figure 9.12 and Figure 9.13. “Skidding” wear occurs
What To Look For when the wider bearing pockets enable the rollers to turn at an
angle in the pocket, and then snap back into place. A bearing
Inspect the cup and cone contact areas, cage inner and outer
damaged by excessive end play requires replacement.
surfaces, cage roller pockets, roller body, and roller end for wear.
Verify that the lubricant installed was the correct specification and Prevention
viscosity. Were different types of oil mixed together and installed in
the vehicle? Was the vehicle operated with sufficient lubricant? Follow Meritor’s recommended service procedures to adjust end play.
Figure 9.12
If you find pitting on the roller bearing, it indicates that fatigue

damage had begun, and roller bearing replacement is required.
Prevention
limits. Follow Meritor’s recommended maintenance practices and
service procedures.
Figure 9.11
4004920a
Figure 9.12
4004531a
Figure 9.13
Figure 9.11
4004921a
Figure 9.13

9 Transmissions
Roller Bearings Prevention

Cause of Failure
procedures.
Brinelling displaced the metal on the bearing surface of the
Figure 9.15
cup and cone.
What To Look For

Look for machined marks and displaced metal on the bearing cup
and cone. Figure 9.14. A bearing damaged by brinelling requires
replacement.
Prevention
Operate the vehicle within its approved application and weight 4004923a
Figure 9.15
Figure 9.14
Roller Bearings
Cause of Failure
The transmission was insufficiently lubricated, which caused
the bearing to overheat and seize.
What To Look For

A bearing damaged by insufficient lubricant will overheat, and you’ll
see that its color has changed from silver to deep blue. If the
bearing is black, it is an indication that it seized and caused metal to
separate from the bearing and weld to other mating components.
Figure 9.16 and Figure 9.17. Bearings damaged by insufficient
lubricant require replacement.
4004922a
Look for leaking transmission seals and other damaged
Figure 9.14 transmission components.
Roller Bearings Prevention

Cause of Failure
procedures.
Etching, also called “corrosion”, damaged the roller bearings
because moisture entered the transmission through a worn
seal or by condensation. Etching usually develops before
pitting occurs.
What To Look For

Etching is a dark surface stain on the roller bearing. Figure 9.15.
A bearing damaged by etching requires replacement.

9 Transmissions
Prevention
Figure 9.16
Follow Meritor’s recommended service procedures to correctly

align bearings.
Figure 9.18
4004924a
Figure 9.16
Figure 9.17
4004926a
Figure 9.18
Figure 9.19
4004925a
Figure 9.17
Roller Bearings
Cause of Failure 4004927a
The bearings weren’t correctly aligned, which concentrated Figure 9.19

the load onto one side of the bearing, instead of distributing it
evenly across the entire bearing surface.
What To Look For

Look for uneven wear damage on the bearing, as well as spalling on
the cup and cone. Both conditions require bearing replacement.

9 Transmissions
Main Shaft Washer Prevention

Teach drivers to correctly operate a vehicle. Follow Meritor’s
Cause of Failure
recommended maintenance practices and service procedures.
Insufficient lubricant caused high operating temperatures that
Figure 9.20
damaged the washer. The driver operated the vehicle

incorrectly. Figure 9.20. Shock load occurred, which damaged
the transmission. Figure 9.21.
against a component. Shock load can destroy or damage a
component immediately. Often, however, a component damaged by
shock load will continue to operate, but it will wear prematurely or
other. Main shaft washers damaged by shock load require
replacement.
What To Look For

Check the main shaft spacing. If it is too tight, metal-to-metal
contact occurs, which results in high operating temperatures that
damaged the main shaft. Figure 9.22. 4005008a
Figure 9.20 shows a shift collar that is forced into gear, because the Figure 9.20
driver didn’t use the clutch or synchronize the gear shift. The mating
gear snap ring, washer and spacer absorbed the force and caused Figure 9.21
lubricant between the washer to displace. High operating

temperatures occurred that damaged the main shaft washer; and if
enough force is applied, the spacer and snap ring could break.
Shock load also causes components to crack and separate from
each other. Look for a rough, crystalline finish on the separated
parts.
Look for fractured teeth on the main shaft gear, which occurs when
the gear doesn’t contact the mating countershaft gears.
Figure 9.21. The fracture didn’t occur on the entire surface of the
teeth, and the gear will be out-of-position. Check the sliding shift
collars and the teeth on the clutch collar for fractures and excessive
wear, which are signs of grinding gears. Figure 9.23.
Try to determine if the driver either coasted with the transmission in
gear and the clutch disengaged, or with the transmission in neutral
and the auxiliary case in low range. Was the vehicle towed; and if
so, was it towed correctly?
4004939a
If the main shaft washer is fractured, was it dropped during
assembly? Figure 9.24. Is there evidence of heat checking? Did Figure 9.21
shift lever slip out (not jump out) occur? Is the snap ring damaged?

9 Transmissions
Main Shaft Gear Float Clearance

Figure 9.22
Cause of Failure
The main shaft gear float clearance is not within the correct
specification. The washers and spacers were damaged by
insufficient lubricant; or the operator used “float shifting,” which
loaded the washers and spacers. Float shifting forces lubricant from
between the washer and spacer, which damages these parts.
What To Look For

Gear Float Clearance
Gear float is the clearance between the main shaft gear mating
hubs. New transmissions are factory-set with a gear float clearance
of 0.006-0.012-inch (0.152-0.304 mm).
4004938a
Gear float is important, because when it’s correctly set, it enables
Figure 9.22 lubricant to pass between the mating gears to lubricate the gear
hubs, washers and spacers. If clearance is too tight, the gear hubs,
Figure 9.23
washers and spacers will score, gall and burn.

Excessive clearance causes the transmission gears to rattle from
torsional vibration and requires the main shaft to be rebuilt to the
original factory-set clearance.
Washers and Spacers
It’s normal to find wear on washers and spacers in high-mileage
units. Figure 9.25. However, inspect parts for excessive wear or a
“burned” look that occurs from insufficient lubricant and high
operating temperatures. Figure 9.26.
The Transmission Wasn’t Shifted Correctly
Try to determine if the driver shifted the transmission correctly and
didn’t use “float shifting.” During float shifting, the driver doesn’t
4005009a
use the clutch, but “floats” the shift collar into gear. Look for
Figure 9.23 scoring, galling, burning and fractures on the washers and spacers.
Figure 9.27.
Figure 9.24
If a driver is having difficulty shifting the transmission, check for

correct clutch adjustment and wear in the clutch linkage, shift
linkage, shift tower and top cover. All of these conditions can
damage the shift collars, washers and spacers.
4005010a
Figure 9.24

9 Transmissions
Prevention
Figure 9.27
Check that gear float clearance is correct. In-service float clearance

must not exceed 0.024-inch (0.068 mm), or two times the
maximum factory-set clearance of 0.006-0.012-inch
(0.152-0.304 mm). Figure 9.28 and Figure 9.29.
BROKEN
Gear float that’s not within specification is beyond the service limits.
Use new selective washers, snap rings and spacers to adjust the
float. Optimal clearance on a rebuild is 0.012-inch (0.304 mm).
procedures. 4005119b
Teach drivers to shift a transmission correctly.
Figure 9.28
4005135a FEELER FEELER

GAUGE GAUGE
Figure 9.25 4005134b
Figure 9.26
Figure 9.28
Figure 9.29
FEELER
GAUGES
4005136a
Figure 9.26
4005116a
Figure 9.29

9 Transmissions
Gear Teeth
Figure 9.31
Cause of Failure
Shock load occurred that damaged the gear teeth.
against a component. Shock load can destroy or damage a
4004943a
component immediately. Often, however, a component damaged by
shock load will continue to operate, but it will wear prematurely or Figure 9.31
Figure 9.32

other. Gears damaged by shock load require replacement.
What To Look For

Look for fractures on gear teeth at 180-degree intervals.
Figure 9.30. If the shock load is severe, damage can extend to the
main shaft and bearing, as well as other transmission components.
Try to determine if the driver shifted the transmission incorrectly.
Figure 9.31, Figure 9.32, Figure 9.33, Figure 9.34 and Figure 9.35.
Prevention
Teach drivers to correctly operate a vehicle.
Figure 9.30
4004944a
Figure 9.32
Figure 9.33
4004915a
Figure 9.30
4004945a
Figure 9.33

9 Transmissions
Remove the top cover. Check the internal walls of the transmission
Figure 9.34
case for burned lubricant residue, which bakes into the case when
the transmission is operated with insufficient lubricant. If you find
residue, is it contaminated with metal particles or debris?
Look for leaking transmission seals. Look for a common wear
pattern on the gear teeth called “apple coring,” which occurs when
metal melts at high temperatures and leaves a central, concave
depression in the gear teeth. Figure 9.36, Figure 9.37, Figure 9.38,
Figure 9.39, Figure 9.40 and Figure 9.41.
4004946a If possible, determine if the transmission became difficult to shift, or

if it was grinding or “growling” when in gear. Gears damaged by
Figure 9.34 insufficient lubricant require replacement.
Figure 9.35
Prevention
procedures. Operate the vehicle within its approved application and
weight limits. Teach drivers how to correctly operate a vehicle.
Figure 9.36
4004947a
Figure 9.35 4004929a
Figure 9.36
Gear Teeth
Cause of Failure
The lubricant was contaminated or the transmission was
operated with insufficient lubricant.
What To Look For

Is the lubricant blackened, or has it started to solidify? If the
lubricant looks blackened, does it have a burned smell? If so, it’s an
indication that the transmission was operated with insufficient
lubricant and under high temperatures. Under these conditions,
lubricant breaks down and becomes blackened and sludge-like.

9 Transmissions
4004932a
Figure 9.39
Figure 9.40
4004930a
Figure 9.37
Figure 9.38
4004933a
Figure 9.40
Figure 9.41
4004931a
Figure 9.38
4004934a
Figure 9.41

9 Transmissions
Synchronizer Pin
Figure 9.43
Cause of Failure
Torsional vibration in the drivetrain damaged the synchronizer
assembly.
caused by the application of engine power (torque) or incorrect
driveline phasing or angles. Torsional vibration is most likely
absorbed at the transmission synchronizer and causes premature
wear damage to all drivetrain components.
What To Look For

Check the synchronizer assembly and pins. When torsional vibration
occurs, pins can be fractured. Figure 9.42, Figure 9.43 and 4004952a
Figure 9.44. A synchronizer damaged by torsional vibration require
Figure 9.43
replacement.
Figure 9.44
Prevention
Follow Meritor recommended service procedures to verify that
driveline angles and phasing are correct.
Figure 9.42
4004951a 4005013a
Figure 9.42 CLUTCHING TEETH DAMAGE DUE TO TORSIONAL VIBRATION

Figure 9.44

9 Transmissions
Shift Collar Wear

Figure 9.46
Cause of Failure
Shift collar teeth are worn and damaged, and full engagement
doesn’t occur. Replace the shift collar.
What To Look For

Shift collar teeth surfaces are worn and rounded instead of flat and
trapezoid shape. Figure 9.45. Are the sides of the teeth surfaces
polished? This indicates that the collar is fully engaged into the
mating gear. If wear doesn’t extend to the end of the tooth, the collar
isn’t engaging fully into the gear.
Can you still see a trapezoid shape on the ends of the teeth? Are
FLAT, TRAPEZOID SHAPE
teeth surfaces polished? If so, the shift collar is fully engaging and
doesn’t require replacement. Figure 9.46 and Figure 9.47. A collar still has useful service life if the nose of the
tooth is flat with a trapezoid flat surface remaining.
It’s normal to find shift collar damage in high-mileage transmissions. 4005113a
However, in lower-mileage transmissions, damage can occur if the
manual shift mechanism malfunctions, the clutch is Figure 9.46
out-of-adjustment, or a driver didn’t shift the transmission correctly.
Figure 9.47
Check for a bent or twisted shift fork, worn or broken top cover,
worn shift tower or twisted main shaft. Verify that the shift lever
POLISHED
motion isn’t restricted. SURFACE
Try to determine if the driver had difficulty shifting the transmission.

Worn collars cause raking and grinding during shifting.
Prevention
procedures. Operate the vehicle within its approved application and
weight limits. Teach drivers to correctly shift a transmission.
Figure 9.45
This collar has good engagement as indicated by

the polished surface continuing to nearly the end
of the teeth.
4005131a
Figure 9.47
ROUNDED SHIFT COLLAR TOOTH

This collar has rounded and battered teeth.
It should be replaced.
4005112a
Figure 9.45

9 Transmissions
Oil Seals Prevention

If you notice moisture, wetness or oil drips on or around an axle oil Follow Meritor’s recommended maintenance practices and service
seal, it’s important to recognize if the seal is leaking, or if it only procedures.
appears to be leaking. Figure 9.48
How to Recognize a Leaking Seal

Inspect the oil seal and surrounding area for wetness. If the seal and
area appear very wet or visibly drip oil, or if you notice oil dripping
from the bottom of the output seal retainer, replace the seal.
Inspect the yoke for wetness. Check for a leak path leading to the
rear lip of the seal. If you notice wetness around the yoke hub or a
How to Recognize a Seal That Appears to be Leaking

Seals come prelubricated with grease that melts at low
temperatures under normal operating conditions. Melted grease
can moisten or wet the area between the yoke and the oil seal lip.
When this happens, you won’t find a leak path leading to the seal.
If you notice a moist seal and don’t find a leak path, do not replace
the seal.
A seal can also become moist from lubricants applied to the yoke or
retainer bolts during assembly. When this happens, you won’t find a
leak path leading to the seal. If you notice a moist seal and don’t find
a leak path, do not replace the seal.
Seal Test Procedure 4005139a
1. Thoroughly clean and dry the area around the entire seal Figure 9.48
retainer casting, especially at the top.
2. Drive the vehicle for 15-20 minutes at highway speeds. Example 2: The Seal Appears to be Leaking
3. Check for wetness or moisture on or around the seal. Also Cause of Failure
check for oil dripping from the seal. If you notice either of these A failure is possible. Inspect the seal. If a failure has occurred,
conditions, replace the seal. determine its cause.
Example 1: The Seal is Not Leaking What To Look For

Cause of Failure Check for an oil path from the speedometer sensor to the yoke area.
If you see a path, the seal is leaking. If you don’t see an oil path, but
None there’s oil around the seal, the seal requires replacement. Both of
these conditions can occur at the same time. Figure 9.49.
What To Look For
Check the lubricant level. If it’s low, replace the seal. If not, monitor
There’s slight moisture from packing grease at assembly, but the
the seal for leaks.
area around the seal is dry. Figure 9.48.

9 Transmissions
Prevention
Figure 9.50

procedures.
Figure 9.49
4005138a
Figure 9.50
4005137a
Example 4: The Seal is Leaking
Figure 9.49 Cause of Failure
Most likely, dirt or contaminants have entered the seal, or the seal’s
Example 3: The Seal Appears to be Leaking service life is expended.
Cause of Failure What To Look For

A failure is possible. Inspect the seal. If a failure has occurred, Inspect the yoke hub for wetness. Look for an oil leak path leading
determine its cause. to the rear lip of the seal, which indicates that the seal is leaking and
requires replacement.
What To Look For
The seal requires replacement, even if you don’t find an oil path
Check for an oil path from the cover bolts to the yoke area. If you from the speed sensor, shift tower and retainer bolts. Figure 9.51.
see a path, the seal is leaking. If you don’t see an oil path, but
there’s oil around the seal, the seal requires replacement. Both of Prevention
these conditions can occur at the same time. Figure 9.50.
Clean oil and dirt from the carrier. Check the lubricant level. If it’s procedures.
low, replace the seal. If not, monitor the seal for leaks.
Prevention
procedures.

9 Transmissions
Oil Leaks
Figure 9.51
Check the transmission for transmission oil leaks. If you find oil on
or under the transmission, verify that the leak is transmission oil and
not engine oil, coolant or other lubricants.
Vibration
When checking a noise or a vibration, find out when the problem
occurs.
앫 When the transmission is in neutral or in gear
앫 During upshifts or downshifts
앫 In all gears or specific gears
앫 In the high range or low range
앫 In direct range or overdrive range, 13-speed transmission only
앫 During coast or acceleration
앫 With the vehicle loaded or unloaded
Noise
If a noise is the problem, find out the sound of the noise.
앫 Growling or humming, or grinding
4005140a 앫 Hissing, thumping or bumping
Figure 9.51 앫 Rattles
앫 Squealing
Troubleshooting and Diagnostics 앫 Whining
Types of Problems Operating Problems

When checking a problem with a manual transmission, the first When the transmission is not operating correctly, find out when the
thing to do is to verify the service condition. Talk to the driver, the problem occurs.
mechanic or the service manager. If possible, take the vehicle for a 앫 In neutral or in gear
test drive.
앫 During upshifts or downshifts
There are three main types of problems. 앫 In high range or low range
앫 Leaks 앫 In direct range or overdrive range, 13-speed transmissions only
앫 Noise and/or vibration Also, find out what the transmission does during the problem.
앫 Operating conditions 앫 Does not stay in the selected gear
Use the diagnostic tables and charts provided in this section as a 앫 Does not stay in the selected range
starting point to help diagnose the root cause of the problem. The
앫 Does not select all gears
information contained in these resources is not completely inclusive.
Technicians should call the Meritor Customer Service Center at 앫 Does not select all ranges
800-535-5560 for help in diagnosing all problems on Meritor 앫 Overheats
transmissions.
앫 Does not operate

9 Transmissions
Troubleshooting Other Systems

Verify that the transmission is the cause of the problem. Refer to Table E.
Table E: Diagnostics for Other Systems

System Check For Repairs
Engine Systems 1. Loose or missing fasteners 1. Replace missing fasteners. Tighten to the specified torque.
2. Engine idle speed out-of-specifications 2. Adjust the idle speed to the specified range.
3. Loose or damaged engine mounts 3. Tighten the fasteners to the specified torque. Replace the damaged
mounts.
4. Out-of-balance fan 4. Replace the fan.
5. Damaged engine fan 5. Repair or replace as required.
Clutch Systems 1. Loose or missing fasteners 1. Replace the missing fasteners. Tighten to the specified torque.
2. Clutch out-of-adjustment 2. Adjust the clutch.
3. Clutch assembly out-of-balance 3. Replace the clutch assembly.
4. Worn or damaged pilot bearing 4. Replace the pilot bearing.
Drive Shaft 1. Drive shaft system requires lubrication 1. Lubricate the drive shaft system.
Systems 2. Worn or damaged U-joints and/or yokes 2. Replace the U-joints and/or yokes.
3. Drive shaft out-of-balance 3. Balance the drive shaft correctly or replace the drive shaft.
4. Center bearings not installed correctly or 4. Install the center bearings correctly or replace.
damaged
5. Driveline angles not correct 5. Adjust the driveline angles to the manufacturer’s specifications.
Suspension 1. Loose or missing fasteners 1. Replace the missing fasteners. Tighten to the specified torque.
Systems 2. Damaged suspension components 2. Repair or replace the damaged suspension components.
3. Driveline touching frame 3. Adjust so that the driveline does not touch the frame.
4. Loose or damaged cab mounts 4. Tighten loose fasteners to the specified torque. Replace the
damaged mounts.
5. Leaks in air suspension system 5. Repair the air leaks. Check all valves for correct operation.
Remote Shift 1. Low lubricant level 1. Fill to the specified level.
Systems 2. Linkage out-of-adjustment 2. Adjust the linkage.
3. Linkage binding or unable to move 3. Lubricate, repair or replace the linkage.

9 Transmissions
Troubleshooting Leaks
Before troubleshooting a leak condition, perform the following
procedures. Refer to Table F for diagnostics.
1. Clean the outside of the transmission to remove all the dirt.
2. Operate the vehicle to verify that the leak is coming from the
transmission.
3. Verify that the fluid is transmission oil.
4. Verify that the transmission housings are not cracked or
broken.
Table F: Troubleshooting Leaks

Leaks — 1. Missing fasteners 1. Replace the missing fasteners. Tighten to the specified torque.
In-Vehicle Repair 2. Loose fasteners 2. Tighten to the specified torque.
3. High oil level 3. Drain to the specified level.
4. Unspecified oil in transmission 4. Drain the oil. Install the specified oil.
5. Clogged or dirty breather vent 5. Clean the breather vent.
6. Damaged yoke 6. Replace the yoke.
7. Damaged output shaft seal 7. Replace the output shaft seal.1
Leaks — Remove 1. Damage gaskets or sealing 1. Replace the gaskets or sealing material.
and Disassemble material
Transmission 2. Cracked or broken housing 2. Replace the housing.
2
3. Oil leaking from breather vent. 3. Replace the piston shaft seal.
1
If the transmission continues to leak and the output shaft seal and the yoke have been replaced, remove and replace the output shaft assembly.
2
Place the transmission in Low Range and operate the vehicle. If air leaks from the breather vent, the range shaft seal must be replaced.

9 Transmissions
Troubleshooting Vibrations
Before troubleshooting a vibration, verify the following conditions.
Refer to Table G for diagnostics.
1. The engine idle speed is within the specified range.
2. The engine is operating correctly.
3. The U-joints, yokes and drive shaft are in good condition.
Check the driveline angles. Correct as necessary.
4. The U-joints, yokes and drive shafts are correctly aligned
and/or balanced. Correct as necessary.
5. Check the air bag height. Correct as necessary.
Table G: Troubleshooting Vibrations

Vibration — 1. Fasteners do not remain tight. 1. Tighten the fasteners. If the fasteners do not remain tight, replace the
In-Vehicle Repair fasteners or the housing.
Vibration — 1. Damaged bearings 1. Replace the bearings.
Remove and 2. Cracked or broken housing* 2. Replace the synchronizer.
Disassemble
Transmission
* If the transmission does not shift correctly into the selected range, broken or loose synchronizer pins are the result of the vibration condition.

9 Transmissions
Troubleshooting Noises
For all noise conditions, check the following before disassembling
the transmission. Refer to Table H for diagnostics and for an
explanation of additional repairs that may be required.
1. Check that the oil level is even with the bottom of the fill
plug hole.
2. Verify that the correct oil is used.
3. Verify that the driveline angles of the transmission are correct.
4. Verify that the transmission is correctly installed.
5. Remove the drain plug. Check for any metal shavings, gasket
material or any other material in the oil.
Table H: Troubleshooting Noises

Condition Cause Repair
Growling, Humming or 1. Worn or damaged gears 1. Replace the gears.
Grinding1 2. Worn bearings, humming only 2. Replace the bearings.
Hissing, Thumping or 1. Damaged bearings, hissing only 1. Replace the bearings.
Bumping2 2. Damaged gear teeth, thumping or bumping 2. Replace the gears.
only
Rattles — In-Vehicle Repair 1. Engine idle speed not within specifications 1. Adjust the idle speed to the specified rpm.
2. Engine does not operate on all cylinders 2. Adjust or repair the engine.
3. Clutch intermediate or center plate binding in 3. Repair or replace the intermediate or center plate.
housing3
4. Other systems 4. Verify that the transmission is the source of the
rattle condition.
5. Incorrect shim installation on the PTO unit 5. Install the correct shims onto the PTO unit.
Rattles — Remove and 1. Damaged washers between main shaft gears 1. Replace the washers between the main shaft
Disassemble Transmission gears.
Squealing or Whining — 1. Incorrect shim installation on PTO unit 1. Install the correct shims onto the PTO unit.
In-Vehicle Repair4
Squealing or Whining — 1. Damaged bearings 1. Replace the bearings.
Remove and Disassemble 2. End play of countershafts not within 2. Adjust the countershaft end play within
Transmission4 specifications specifications.
1
Growling and humming are associated with the first stages of the condition. Grinding is associated with the severe stages of the condition.
2
Hissing is associated with the first stages of the condition. Thumping and bumping are associated with the severe stages of the condition.
3
If the noise occurs when the clutch is engaged and stops when the clutch is disengaged, the intermediate or center plate is the cause of the rattle.
4
Whining is a medium-pitched noise. Squealing is a high-pitched noise.

9 Transmissions
Troubleshooting Operating Conditions

Refer to Table I to troubleshoot operating conditions. For all Range
Shift System diagnostics, refer to the flowcharts in this section.
Table I: Operating Conditions

Transmission Slips 1. The air lines and fittings are loose. 1. Tighten the air lines and fittings.
Out of the Selected 2. Obstructions are in the air lines. 2. Change the routing or replace the air lines.
Range — In-Vehicle
Repair1 3. Check the operation of the filter/regulator 3. Replace the filter/regulator assembly if the pressure at
assembly. the delivery port is not within specification.
4. The range piston is damaged. 4. Replace the range piston.
5. The nut that fastens the piston to the shift 5. Tighten or replace the nut.
shaft in the range shift cylinder is loose or
missing.
Transmission Slips 1. The teeth in the sliding clutch are worn. 1. Replace the sliding clutch.
Out of the Selected 2. The shift fork is bent or worn. 2. Replace the shift fork.
Range — Remove
3. The collar on the range shift fork is worn. 3. Replace the collar on the range shift fork.
and Disassemble
Transmission1
Transmission is Slow to 1. The air lines and fittings are loose or leaking. 1. Tighten or replace the air lines or fittings.
Shift or Unable to Shift 2. Obstructions are in the air lines. 2. Change the routing or replace the air lines.
into the Selected
3. The filter/regulator assembly does not 3. Replace the filter/regulator assembly if pressure at the
Range — In-Vehicle
Repair1 operate correctly. delivery port is not within specification.
4. The piston or O-rings in the piston housing 4. Replace the piston or damaged O-rings.
are damaged.
5. The neutral switch is worn or damaged. 5. Test and replace the neutral switch.
6. The shift knob is damaged. 6. Test and replace the shift knob.
Transmission is Slow to 1. The output shaft is damaged. 1. Replace the output shaft.
Shift or Unable to Shift 2. The synchronizer springs or pins are broken 2. Replace the synchronizer springs or synchronizer.
into Selected Range — or missing.
Remove and
3. The synchronizer is damaged. 3. Replace the synchronizer.
Disassemble
Transmission1 4. The shift shaft in the range cylinder is bent or 4. Replace the shift shaft.
broken.
5. The shift fork in the range cylinder is bent or 5. Replace the shift fork.
broken.

9 Transmissions

Transmission Slips Out 1. The clutch is used incorrectly. 1. Ensure that the driver uses the clutch correctly.
of the Selected Gear — 2. The linkage is binding or does not move 2. Lubricate, repair or replace the linkage.
In-Vehicle Repair freely.
3. The clutch is out-of-adjustment. 3. Adjust the clutch. Ensure that the clutch engages and
releases correctly.
4. The remote shift linkage is 4. Adjust the remote shift linkage.
out-of-adjustment.
5. The engine or cab mounts are loose or 5. Tighten the fasteners on the loose mounts to the
damaged. specified torque. Replace the damaged mounts.
6. The driveline angles are incorrect. 6. Adjust the driveline angles.
7. The detent spring in the top cover is weak or 7. Replace the detent spring in the top cover assembly.
broken.
Transmission Slips Out 1. The pads on the shift fork are worn. 1. Replace the shift fork.
of the Selected Gear — 2. The teeth in the sliding clutch are worn. 2. Replace the sliding clutch.
Remove and
Disassemble 3. The fork slot on the sliding clutch is worn. 3. Replace the sliding clutch.
Transmission 4. The key on the main shaft is broken. 4. Replace the key or main shaft.
5. The main shaft is twisted. 5. Replace the main shaft.
Transmission is Hard 1. The vehicle is operated incorrectly. 1. Ensure that the driver operates the vehicle correctly.
to Shift or Unable to 2. The clutch is out-of-adjustment. 2. Adjust the clutch. Ensure that the clutch engages and
Shift into the Selected releases correctly.
Gear — In-Vehicle
3. The remote shift linkage is binding or unable 3. Lubricate, repair or replace the remote shift linkage.
Repair
to move.
4. The cab or engine mounts are loose or 4. Tighten the fasteners of the loose mounts to the
damaged. specified torque.
5. The detent spring is too strong or broken. 5. Replace the detent springs.
Transmission is Hard 1. Bent shift shaft in top cover assembly 1. Replace the shift shaft.
to Shift or Unable to 2. Burr on the shift shaft in the top cover 2. Replace the shift shaft.
Shift into the Selected assembly
Gear — Remove and
Disassemble 3. Cracked top cover assembly 3. Replace the top cover assembly.
Transmission 4. The main shaft is twisted. 4. Replace the main shaft.
5. The key on the main shaft is broken. 5. Replace the key or the main shaft.
6. Broken or bent shift fork on the sliding clutch 6. Replace the fork.

9 Transmissions

Transmission Grinds on 1. The driver does not operate the vehicle 1. Ensure that the driver operates the vehicle correctly.
Initial Engagement — correctly.
In-Vehicle Repair 2. The clutch is out-of-adjustment. 2. Adjust the clutch. Verify that the clutch engages and
releases correctly.
3. The clutch brake is worn, damaged or 3. Replace the clutch brake. Verify that the clutch engages
missing. and releases correctly.
4. The clutch or remote shift housing linkage is 4. Lubricate, repair or replace the linkage.
binding or unable to move.
5. Worn bushings in side of clutch housing 5. Replace the bushings in the clutch housing.
Shift Lever Locks or 1. The remote shift linkage is 1. Adjust the remote shift linkage.
Sticks in Gear — out-of-adjustment.
In-Vehicle Repair 2. The clutch linkage needs adjustment. 2. Adjust the clutch linkage.
3. The linkage is binding or unable to move. 3. Lubricate, repair or replace the linkage.
4. The cab or engine mounts are loose or 4. Tighten the fasteners on the loose mounts to the
damaged. specified torque. Replace the damaged mounts.
5. The shift stub lever is not engaged in the 5. Reinstall the shift tower and verify the engagement of
shift sleeve. the stub lever into the shift sleeve.
Shift Lever Locks or 1. The shift fork in the top cover is bent. 1. Replace the shift fork.
Sticks in Gear — 2. The shift shaft in the top cover is damaged. 2. Replace the shift shaft.
Remove and
3. The main shaft is damaged. 3. Replace the main shaft.
Disassemble
Transmission
Transmission 1. The oil level is incorrect. 1. Fill the oil to the specified level.
Overheats — 2. Incorrect oil 2. Drain the oil. Use the specified oil.
In-Vehicle2, 3 4
3. The temperature gauge is damaged. 3. Replace the temperature gauge.
Transmission Does Not 1. The free running gears are locked. 1. Replace the gears.
Operate — Remove and 2. The gear sets are mismatched. 2. Install the correct gear sets.
Disassemble
3. The timing marks on the gears are not 3. Align the timing marks on the gears.
Transmission
aligned.
4. The shafts are broken. 4. Replace the shafts.
1
Also refer to the Range Shift System diagnostic flowcharts in this section to troubleshoot all range system problems.
2
If a noise is present along with the overheating condition, also refer to the noise troubleshooting table in this section.
3
If the oil is at the specified level and the specified oil is used, but the transmission overheats and the oil smells burned, the transmission must be
disassembled and inspected.
4
If the oil does not have a burned smell and the temperature gauge indicates overheating, remove and replace the gauge.

9 Transmissions
Range Shift System Diagnostics for

Figure 9.54
COMPONENT SPECIFICATIONS
Platform G Transmissions
NEUTRAL SWITCH RANGE SOLENOIDS
These flowcharts provide diagnostic information for ZF-FreedomLine B A
Platform G transmission range shift systems. When using
diagnostics to troubleshoot system faults, it’s important to follow
these flowcharts step-by-step and use the diagnostic procedures in
the sequence outlined below. Figure 9.52, Figure 9.53 and
Figure 9.54.
Resistance Resistance
Figure 9.52 (Measured Across Pins) (Measured Across Pins)
In Neutral In Gear 11-21 ohms
IN LINE CONFIGURATION
VEHICLE AIR 0.0-0.5 ohms Open Circuit
LOW DIAGNOSTIC
PORT, 55-75 PSI IN SUPPLY
LOW, 0 PSI IN HIGH ~ 140 PSI
OPTIONAL J2 CONNECTOR
J2
H H
X X
G G
F F
E E
D D
X X
C C
B B
A A
HIGH
DIAGNOSTIC REGULATED
PORT DIAGNOSTIC
55-75 PSI IN HIGH PORTS, 55-75 PSI
0 PSI IN LOW REVERSE SWITCH (OPTIONAL)
AIR FILTER REGULATOR
4003946a
Figure 9.52
Resistance
Figure 9.53
(Measured Across Pins)
In Reverse Not In Reverse
V CONFIGURATION LOW DIAGNOSTIC 0.0-0.5 ohms Open Circuit
PORT, 55-75 PSI IN 4002523d
LOW, 0 PSI IN HIGH
Figure 9.54
VEHICLE AIR
SUPPLY
~ 140 PSI
HIGH
DIAGNOSTIC REGULATED
PORT DIAGNOSTIC
55-75 PSI IN HIGH PORTS, 55-75 PSI
0 PSI IN LOW AIR FILTER REGULATOR
4003945a
Figure 9.53

9 Transmissions
1. Mechanical Checks — Follow the mechanical checks flowchart to verify that all mechanical systems function correctly. Repair all
mechanical issues BEFORE you perform electrical checks. Figure 9.55.
Figure 9.55
Electric Over Air (EOA) Diagnostic Flowchart

Mechanical Checks
FAULT: Slow/No Range Shift
Check air pressure Vehicle pressure Build up vehicle Vehicle pressure

at regulated diagnostic at air filter air pressure. at air filter
port near air filter regulator is Check truck air regulator is less
regulator with ignition off. 90-140 psi. supply. than 90 psi or
1. Check for greater than
damage or 140 psi.
cracks to the
range housing
allowing air
leakage. Pressure is Pressure is Pressure is Replace air filter 1. See OEM
2. If no damage less than between greater than regulator specification.
found, replace 55 psi. 55-75 psi. 75 psi. assembly. 2. Inspect air
air filter system.
regulator Possible root
cause: 3. Contact
assembly and
Damaged air OEM.
check air
With the ignition on and the shift filter regulator
system quality.
lever in Neutral, move the range assembly
selector switch to low. Check low
diagnostic port air pressure.
Pressure is Check for air/oil

between Pressure is less leakage at
55-75 psi. than 55 psi. transmission vent.
NO
YES
With the ignition on and the shift Is air exhausting Is air leaking between Replace aux
lever in Neutral, move the NO
continuously out of the range housing and case range
selector switch to high. Check high solenoid? the aux case? shaft lip seal.
high diagnostic port pressure.
YES NO
YES
Pressure is Pressure is Replace Is there 12 volts NO

between less than range Replace supplied to the low
55-75 psi. 55 psi. piston. O-ring. solenoid?
YES
Go to low electric Is air exhausting YES Replace Check resistance of

check for the range continuously out range solenoid assembly.
system. of low solenoid? piston. If resistance between
11-21 ohms, replace
housing assembly. If
NO outside 11-21 ohms,
Check resistance of
solenoid assembly. replace solenoid.
NO Is there 12 volts YES If resistance between
supplied to the 11-21 ohms, replace
high solenoid? housing assembly. If
outside 11-21 ohms,
replace solenoid.
4003949a
Figure 9.55

9 Transmissions
2. Low Range Electrical Checks — Follow the low range electrical checks flowchart to verify that the low electrical system functions correctly.
Perform low range electrical checks AFTER mechanical checks and BEFORE high range electrical checks. Figure 9.56.
Figure 9.56

Electrical Checks, Low Range
NOTE: Follow the mechanical flowchart BEFORE the low range electrical flowchart.
FAULT: Slow/No Range Shift (after following mechanical flowchart)
1. Disconnect main transmission Voltage is less

Voltage is harness from OEM harness. than 9 volts or
between 2. Check voltages at OEM greater than
9-16 volts. harness pins A and B with 16 volts.
ignition on.
1. Reconnect transmission Reference OEM

harness. procedures to
2. Disconnect low solenoid correct
connector. switched
Voltage is greater 3. Put shifter in Neutral with power issues.
than 6 volts. ignition on. Select low range
on shift knob. Voltage is Measure resistance
4. Measure voltage at pins A and less than across pins A and B
B of low solenoid transmission 6 volts. of the Neutral switch.
harness connector.
Measure resistance
across pins A and B
of solenoid.
Resistance is
greater than
40 ohms.
Resistance is
Resistance is Resistance is less than less than
between 11 ohms or greater 40 ohms.
11-21 ohms. than 21 ohms.
Remove Neutral
switch and top cover.
Inspect components
for wear.
Go to high Replace low
range solenoid. Check resistance
diagnostic of Neutral switch
flowchart. with ball
Disconnect harness at extended.
shift knob and check Top cover Top cover
voltage at pins A and D components components
of the four-pin connector. are not worn. are worn.
Resistance is Resistance is Replace worn

Voltage is greater Voltage is less measurable. infinite. components.
than 6 volts. than 6 volts.
Test shift knob Check wiring harness Check resistance of Replace

with SPX for damage. Perform Neutral switch with Neutral
Kent-Moore continuity checks. ball depressed. switch.
shift knob tester Refer to wiring
(J-44366). diagram on page 6.
Resistance is Resistance is
infinite. measurable.
Fail Pass
,
Replace shift Contact ArvinMeritor s Customer
knob. Service Center at 800-535-5560.
4003947a
Figure 9.56

9 Transmissions
3. High Range Electrical Checks — Follow the high range electrical checks flowchart to verify that the high range electrical system functions
correctly. Perform high range electrical checks AFTER mechanical checks and low range electrical checks. Figure 9.57.
Figure 9.57

Electrical Checks, High Range
NOTE: Follow the low range electrical flowchart BEFORE this flowchart.
FAULT: Slow/No Range Shift (after following low range electrical flowchart)
1. Disconnect main transmission Voltage is less

Voltage is harness from OEM harness. than 9 volts or
between 2. Check voltages at OEM greater than
9-16 volts. harness pins A and B with 16 volts.
ignition on.
1. Reconnect transmission Reference OEM

harness. procedures to
2. Disconnect high solenoid correct
connector. switched
Voltage is greater 3. Put shifter in Neutral with power issues.
than 6 volts. ignition on. Select high range
on shift knob. Voltage is Measure resistance
4. Measure voltage at pins A and less than across pins A and B
B of high solenoid transmission 6 volts. of the Neutral switch.
Measure resistance harness connector.
across pins A and B
of solenoid.
Resistance is
greater than
40 ohms.
Resistance is
Resistance is Resistance is less than less than
between 11 ohms or greater 40 ohms.
11-21 ohms. than 21 ohms.
Remove Neutral
switch and top cover.
Inspect components
Contact Replace high for wear.
ArvinMeritor’s solenoid.
Customer Check resistance
Service Center of Neutral switch
at with ball
Disconnect harness at extended.
800-535-5560. shift knob and check
voltage at pins A and D of Top cover Top cover
the four-pin connector. components components
are not worn. are worn.
Voltage is greater Voltage is less Resistance is Resistance is Replace worn

than 6 volts. than 6 volts. measurable. infinite. components.
Test shift knob Check wiring harness

with SPX for damage. Perform Check resistance of Replace
Kent-Moore continuity checks. Neutral switch with Neutral
shift knob Refer to wiring ball depressed. switch.
tester (J-44366). diagram on page 6.
Resistance is Resistance is
Pass infinite. measurable.
Fail
,
Replace shift Contact ArvinMeritor s Customer
knob. Service Center at 800-535-5560. 4003948a
Figure 9.57
When you find the fault, follow the recommended service procedures to repair it and then test the system. If a fault still exists, or if you find a
new one, repeat Steps 1-3 above until you’ve repaired all the faults.

10 Transfer Cases
Parts Analysis Overview There could be signs of gear clash wear at the end of the high/low
10 Transfer Cases
clutch collar teeth on the high gear side. This is caused by the
Evaluate Damaged Transfer Case inclination of the vehicle as it loses air during towing. Figure 10.5
and Figure 10.6.
WARNING Usually, there are no other signs of heat present on other bearings.
To prevent serious eye injury, always wear safe eye protection This damage can occur when the transfer case is rotating, and oil is
when you perform vehicle maintenance or service. not flowing from the lubrication pump. If the input shaft on the
transfer case is not rotating, the oil pump and/or lubricant splash
This section provides a parts analysis process to help you determine does not reach the bearings during vehicle inclination while towing.
why transfer cases failed during operation, what to look for when Insufficient lubricant resulting from incorrect towing procedures will
you inspect the parts, and how to help prevent failures from damage the front idler bearing. The transfer case can fail during
occurring again. towing, or when the vehicle is in operation.
inspecting a failed component. Sometimes, however, this process Prevention
may require specialized knowledge or equipment. Follow the vehicle towing instructions in Maintenance Manual
MM-0146, Transfer Cases MTC-4208, -4210 and -4213, for the
MTC-4208 and MTC-4210 transfer case product models.
the same manufacturer can also vary, so it is important to use the Figure 10.1

Front Idler Bearing

Cause of Failure
Incorrect towing from the front of the vehicle without removing the
drive shaft from the rear output shaft of the transfer case to the rear
drive axle, or not removing the rear drive axle shafts on the tires that
contact with the road.
What To Look For

You find damage to the front idler bearing caused by lack of
lubrication. Figure 10.1.
You find damage to the front idler bearing cone and/or rollers
caused by heat and/or lack of lubrication. Figure 10.1 and
4006686a
Figure 10.3.
Figure 10.1
You find damage to the front idler cup caused by heat and/or lack of
lubrication. Figure 10.2.
The bearing cage is destroyed. Figure 10.3.
The input shaft surface and phosphate coating for the low gear
bearing journal show eccentric wear, which means wear shows on
approximately 180 degrees of the bearing journal, but not on the
180 degrees of the opposite side of the input shaft journal. This
condition indicates the low gear is rotating, but the input shaft is not
rotating; or the input shaft is rotating at a slower speed during
towing. Figure 10.4.
106 ArvinMeritor Maintenance Manual TP-0445 (Revised 04-08)

10 Transfer Cases
Figure 10.2
Figure 10.5
WORN
TEETH
CUP 4006687a
Figure 10.2 4006690a
Figure 10.6
DESTROYED
BEARING
CAGE
DEFORMED
ROLLERS
4006688a
Figure 10.3
Figure 10.4
NO WEAR
4006691a
Figure 10.6
Front Output Shaft

Cause of Failure
Incorrect towing from the rear of the vehicle without removing the
PHOSPHATE COATING
WORN ON INPUT prop shaft from the transfer case to the axle with the wheels on the
SHAFT JOURNAL road. This will cause a spinout condition between the front output
4006689a helical gear and the front output shaft.
Figure 10.4
ArvinMeritor Maintenance Manual TP-0445 (Revised 04-08) 107

10 Transfer Cases
What To Look For Figure 10.8
Front output shaft and gear spinout damage caused from friction
welding. Figure 10.7.
Front output shaft rear bearing cup is damaged from heat.
Figure 10.8.
Front output shaft bearing cup and cage is completely destroyed
from heat. Figure 10.8.
There is no damage to the All Wheel Drive (AWD) clutch collar
because it was not engaged. Heat from the other parts caused slight
discoloration of the clutch collar. Figure 10.9.
Spinout between the front output shaft journal and the front output
shaft gear caused a friction welding of the two components as well
as damage to the front output shaft bearing. 4006693a
No signs of wear on the front input shaft from the oil pump sealing Figure 10.8
rings indicate the input shaft was not turning during towing.
Figure 10.10. Figure 10.9
This damage is caused by the transfer case turning during towing.

The transfer case may fail during towing or while driving the vehicle
after it has been incorrectly towed.
Prevention
Follow the vehicle towing instructions in Maintenance Manual
MM-0146, Transfer Cases MTC-4208, -4210 and -4213, for the
MTC-4208 and MTC-4210 transfer case product models.
Figure 10.7
4006694a
Figure 10.9
DAMAGED FROM
FRICTION WELDING
4006692a
Figure 10.7
108 ArvinMeritor Maintenance Manual TP-0445 (Revised 04-08)

10 Transfer Cases
Figure 10.10
WEAR FROM
PUMP SEALING
RINGS
NO WEAR
4006685a
Figure 10.10
ArvinMeritor Maintenance Manual TP-0445 (Revised 04-08) 109

Meritor Heavy Vehicle Systems, LLC
2135 West Maple Road Printed in USA
Troy, MI 48084 USA
800-535-5560 Copyright 2008 Revised 04-08
arvinmeritor.com ArvinMeritor, Inc. Manual TP-0445 (16579/22882)

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Meritor Parts Failure Analysis

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Manual TP-0445

Parts Failure Analysis

About This Publication

How to Obtain Additional Maintenance

Literature on Demand DVD (LODonDVD)

ArvinMeritor Manual TP-0445 (Revised 04-08)

pg. i Asbestos and Non-Asbestos Fibers pg. 12 Normal Wear

pg. 40 Inter-Axle Differential (IAD) pg. 70 Heat Checking

ASBESTOS FIBERS WARNING NON-ASBESTOS FIBERS WARNING

ArvinMeritor Manual TP-0445 (Revised 04-08) i

Parts Analysis Overview

This publication provides a parts analysis process to help you

Main Causes of Premature Wear and

ArvinMeritor Manual TP-0445 (Revised 04-08) 1

4004598a Figure 1.6

Figure 1.4 A Vehicle is Operated Outside Application,

A Vehicle is Not Maintained Correctly

2 ArvinMeritor Manual TP-0445 (Revised 04-08)

ArvinMeritor Manual TP-0445 (Revised 04-08) 3

there evidence of cyclic loading or torsional vibration?

4 ArvinMeritor Manual TP-0445 (Revised 04-08)

tooth contact patterns. Figure 3.3 shows concentrated loading at

Beach Marks Figure 3.2

Beach marks result from a fatigue fracture and indicate the

PROGRESSIVE SHEAR LIP

Bending Fatigue (Fatigue Fracture)

ArvinMeritor Manual TP-0445 (Revised 04-08) 5

Refer to Hot Spotting in this section.

“Blue” Brake Drum

Brinelling (Surface Fatigue)

6 ArvinMeritor Manual TP-0445 (Revised 04-08)

Burnish (Brakes) Brake Compounding

Crow’s Footing (Surface Fatigue)

Chevron Wear Pattern

ArvinMeritor Manual TP-0445 (Revised 04-08) 7

“Drive” and “Coast” Sides of Hypoid Ring

Etching (Surface Fatigue)

ROUGH CRYSTALLINE AREA

8 ArvinMeritor Manual TP-0445 (Revised 04-08)

Types of fatigue fractures include bending, reverse bending,

Extreme Pressure (EP) Additives

Flank Cracking (Surface Fatigue)

In an axle assembly, a fatigue fracture is a common failure type.

ArvinMeritor Manual TP-0445 (Revised 04-08) 9

Fretting (Surface Fatigue) Offset Frosting

4004570a Figure 3.17

10 ArvinMeritor Manual TP-0445 (Revised 04-08)

Hot Spotting (Black Spots) Gross Vehicle Weight (GVW)

ArvinMeritor Manual TP-0445 (Revised 04-08) 11

Gross Combined Weight Rating (GCWR) Normal Wear

Gross Combined Weight (GCW) Offset Frosting

Match tires of each axle:

Mismatched Tandem Axle Ratios Figure 3.21

12 ArvinMeritor Manual TP-0445 (Revised 04-08)

Light or moderate pitting is a normal wear condition on transmission Figure 3.23

Reverse Bending Fatigue (Fatigue Fracture)

wear prematurely. For example, premature wear occurs when

ArvinMeritor Manual TP-0445 (Revised 04-08) 13

Root Beam Fatigue (Fatigue Fracture) Shock Load (Impact Fracture)

Some Causes of Shock Load