Phase II of the gear change:
David was finally able to come over today and set up the rear. He has a set-up tool from T&D and, when used with a 1" machinist's set up block, worked PERFECTLY for pinion depth.
Here's the set-up tool sort of in place. At this point the machinist's block was not in place but I couldn't get a pic of everything in use as the entire rear casting was full of tools and hands. This sorta gives the idea of how it's used, however. The adaptors clamp in to the bearing saddles with the crossbar and dial indicator in place (as seen in the pic) then the bearing is held into it's race, the 1" block is held on the bearing, and the dial indicator is swept to it's lowest reading. David did some magic math from there and came up with the right shims (the math is in the T&D paperwork).
Then the shims are installed, the rear (large) bearing is installed on the press, the front bearing and seal are set in the front of the case, and the companion flange is used to push the whole deal together followed by squishing the crush sleeve until the bearing preload is where it needs to be. You could use an inch/lb deflecting beam torque wrench but I don't have one and David has done enough of them that he can do it by feel. Then the carrier is loaded and the backlash is set by shimming the side bearings until it meets the spec - in this case, we set it to 0.008". After torquing the carrier caps it was rechecked and read 0.0075 or so - just right.
The proof is in the gear contact readings a follows:
Accel side - note the contact dead in the middle on the ring gear teeth:
And the decel side - again, right in the middle:
Not quite done as I have to pick up the new carrier bearing studs at the post office tomorrow (I missed the delivery.....) and install them, then install the rear girdle and fill the diff - minor stuff.
This should work perfectly! Now, will I have enough HP? Who knows - but the track will tell us.
Dan
David was finally able to come over today and set up the rear. He has a set-up tool from T&D and, when used with a 1" machinist's set up block, worked PERFECTLY for pinion depth.
Here's the set-up tool sort of in place. At this point the machinist's block was not in place but I couldn't get a pic of everything in use as the entire rear casting was full of tools and hands. This sorta gives the idea of how it's used, however. The adaptors clamp in to the bearing saddles with the crossbar and dial indicator in place (as seen in the pic) then the bearing is held into it's race, the 1" block is held on the bearing, and the dial indicator is swept to it's lowest reading. David did some magic math from there and came up with the right shims (the math is in the T&D paperwork).
Then the shims are installed, the rear (large) bearing is installed on the press, the front bearing and seal are set in the front of the case, and the companion flange is used to push the whole deal together followed by squishing the crush sleeve until the bearing preload is where it needs to be. You could use an inch/lb deflecting beam torque wrench but I don't have one and David has done enough of them that he can do it by feel. Then the carrier is loaded and the backlash is set by shimming the side bearings until it meets the spec - in this case, we set it to 0.008". After torquing the carrier caps it was rechecked and read 0.0075 or so - just right.
The proof is in the gear contact readings a follows:
Accel side - note the contact dead in the middle on the ring gear teeth:
And the decel side - again, right in the middle:
Not quite done as I have to pick up the new carrier bearing studs at the post office tomorrow (I missed the delivery.....) and install them, then install the rear girdle and fill the diff - minor stuff.
This should work perfectly! Now, will I have enough HP? Who knows - but the track will tell us.
Dan
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