app DODGE RAM 2003 Service Owner's Guide

heard during a coast, the front pinion bearing is the
source.
Worn or damaged differential bearings usually pro-
duce a low pitch noise. Differential bearing noise is
similar to pinion bearing noise. The pitch of differen-
tial bearing noise is also constant and varies only
with vehicle speed.
Axle shaft bearings produce noise and vibration
when worn or damaged. The noise generally changes
when the bearings are loaded. Road test the vehicle.
Turn the vehicle sharply to the left and to the right.
This will load the bearings and change the noise
level. Where axle bearing damage is slight, the noise
is usually not noticeable at speeds above 30 mph.
LOW SPEED KNOCK
Low speed knock is generally caused by a worn
U-joint or by worn side-gear thrust washers. A worn
pinion shaft bore will also cause low speed knock.
VIBRATION
Vibration at the front/rear of the vehicle is usually
caused by:
²Damaged drive shaft.
²Missing drive shaft balance weight(s).
²Worn or out of balance wheels.
²Loose wheel lug nuts.
²Worn U-joint(s).²Loose/broken springs.
²Damaged axle shaft bearing(s).
²Loose pinion gear nut.
²Excessive pinion yoke run out.
²Bent axle shaft(s).
Check for loose or damaged front end components
or engine/transmission mounts. These components
can contribute to what appears to be a vibration. Do
not overlook engine accessories, brackets and drive
belts.
DRIVELINE SNAP
A snap or clunk noise when the vehicle is shifted
into gear (or the clutch engaged) can be caused by:
²High engine idle speed.
²Transmission shift operation.
²Loose engine/transmission/transfer case mounts.
²Worn U-joints.
²Loose spring mounts.
²Loose pinion gear nut and yoke.
²Excessive ring gear backlash.
²Excessive side gear to case clearance.
The source of a snap or a clunk noise can be deter-
mined with the assistance of a helper. Raise the vehi-
cle on a hoist with the wheels free to rotate. Instruct
the helper to shift the transmission into gear. Listen
for the noise, a mechanics stethoscope is helpful in
isolating the source of a noise.
DIAGNOSTIC CHART
Condition Possible Causes Correction
Wheel Noise 1. Wheel loose. 1. Tighten loose nuts.
2. Faulty, brinelled wheel bearing. 2. Replace bearing.
Axle Shaft Noise 1. Misaligned axle tube. 1. Inspect axle tube alignment.
Correct as necessary.
2. Bent or sprung axle shaft. 2. Inspect and correct as necessary.
3. End-play in pinion bearings. 3. Refer to pinion pre-load
information and correct as
necessary.
4. Excessive gear backlash
between the ring gear and pinion.4. Check adjustment of the ring
gear and pinion backlash. Correct
as necessary.
5. Improper adjustment of pinion
gear bearings.5. Adjust the pinion bearings
pre-load.
6. Loose pinion yoke nut. 6. Tighten the pinion yoke nut.
7. Scuffed gear tooth contact
surfaces.7. Inspect and replace as
necessary.
3 - 46 FRONT AXLE - 9 1/4 AADR
FRONT AXLE - 9 1/4 AA (Continued)

(6) Install ring gear side adjuster lock and bolt. Do
not tighten adjuster lock bolt at this time.
(7) Tighten pinion gear side adjuster firmly
against the differential case bearing cup.
(8) Rotate the pinion several times to seat the dif-
ferential bearings.
(9) Loosen pinion gear side adjuster until it is no
longer in contact with the bearing cup, then tighten
it until it makes contact.
(10) Tighten pinion gear side adjuster an addi-
tional:
²New Bearings:6 Adjuster Holes
²Original Bearings:4 Adjuster Holes
(11) Install pinion gear side adjuster lock and bolt.
Do not tighten adjuster lock bolt at this time.
(12) Tighten bearing cap bolts to 85 N´m (63 ft.
lbs.).
(13) Tighten adjuster lock bolts to 25 N´m (18 ft.
lbs.).
(14) Measure ring gear backlash with a Dial Indi-
cator C-3339 and Dial Indicator Stud L-4438 at eight
points around the drive side of the ring gear (Fig. 6).
The backlash should be 0.08-0.25 mm (0.003-0.010
in) with a preferred backlash of 0.13-0.18 mm (0.005-
0.007 in).
NOTE: Backlash measurement should not vary
more than 0.05 mm (0.002 in) between measuring
points. If measurement does vary inspect the gears
for burrs, the differential case flange and ring gear
mounting.GEAR TOOTH CONTACT PATTERN
Gear tooth contact pattern is used to verify the cor-
rect running position of the ring and pinion gears.
This will produce low noise and long gear life. Gears
which are not positioned properly may be noisy and
have shortened gear life.
(1) Wipe clean each tooth of the ring gear.
(2) Apply gear marking compound to all of the ring
gear teeth.
(3) Verify bearing cap bolts are torque to specifica-
tion.
(4) Apply the brakes lightly to create a 14 N´m (10
ft. lbs.) pinion rotating torque.
(5) Rotate the pinion/pinion yoke 4 full revolutions
in each directions.
(6) Read gear tooth contact pattern:
²Gear contact pattern is correct (Fig. 7). Backlash
and pinion depth is correct.
²Ring gear too far away from pinion gear (Fig. 8).
Decrease backlash, by moving the ring closer to the
pinion gear using the adjusters.
Fig. 6 RING GEAR BACKLASH
1 - DIAL INDICATOR
2 - RING GEAR
Fig. 7 CORRECT CONTACT PATTERN
Fig. 8 INCORRECT BACKLASH
1 - COAST SIDE TOE
2 - DRIVE SIDE HEEL
DRFRONT AXLE - 9 1/4 AA 3 - 51
FRONT AXLE - 9 1/4 AA (Continued)

ASSEMBLY
(1) Pack the bearing caps 1/3 full of wheel bearing
lubricant. Apply extreme pressure (EP), lithium-base
lubricant to aid in installation.
(2) Position the spider in the yoke. Insert the seals
and bearings. Tap the bearing caps into the yoke
bores far enough to hold the spider in position.
(3) Place the socket (driver) against one bearing
cap. Position the yoke with the socket in a vise.
(4) Tighten the vise to force the bearing caps into
the yoke. Force the caps enough to install the retain-
ing clips.
(5) Install the bearing cap retaining clips.
(6) Install axle shaft.
INSTALLATION
(1) Clean axle shaft and apply a thin film of
Mopar Wheel Bearing Grease to the shaft splines
and hub bore.
(2) Install axle shaft through the steering knuckle
and into the differential side gears (Fig. 19).
CAUTION: Do not damage axle shaft seal during
axle installtion.
(3) Install hub bearing in the knuckle.
(4) Install hub bearing bolts and tighten to 202
N´m (149 ft. lbs.).
(5) Install ABS wheel speed sensor, brake rotor
and caliper.
(6) Install axle washer and nut. Tighten axle nut
to 179 N´m (132 ft. lbs.).(7) Rotate axle several 5 to 10 times to seat the
wheel bearing.
(8) Tighten axle nut to final torque of 356 N´m
(263 ft. lbs.).
(9) Align nut to next cotter pin hole and install
new cotter pin.
(10) Install wheel and tire assembly.
AXLE SHAFT SEALS
REMOVAL
(1) Remove hub bearings and axle shafts.
(2) Remove differential from differential housing.
(3) Remove differential bearing adjusters (Fig. 20).
(4) Remove axle seals (Fig. 21) located behind
adjusters with Receiver 8498 and Extractor 6310.
(5) Install Receiver 8498 into the adjuster bore.
(6) Install Extractor Rod 6310 with Extractor Foot
6310-9 through the receiver and the axle seal (Fig.
22).
(7) Install Extractor Plate 6310-2 and Nut 6310-7
on the extractor rod.
(8) Tighten nut on the extractor rod (Fig. 23) and
pull the seal out and into the receiver.
INSTALLATION
(1) Install axle seal on Installer Cups 8885-2 and
position cups with seals into the housing.
NOTE: Seal are installed with the axle guide facing
outward.
Fig. 19 AXLE SHAFT
1 - AXLE YOKE
2 - AXLE SHAFT
3 - KNUCKLE
Fig. 20 ADJUSTERS
1 - DIFFERENTIAL CASE BEARING ADJUSTERS
2 - DIFFERENTIAL HOUSING
3 - 58 FRONT AXLE - 9 1/4 AADR
AXLE SHAFTS (Continued)

PINION SEAL
REMOVAL
(1) Mark the propeller shaft and pinion flange for
installation reference.
(2) Remove propeller shaft.
(3) Remove hub bearings and axle shafts.
(4) Rotate pinion gear three or four times.
(5) Measure and record the torque necessary to
rotate (Fig. 25) the pinion gear with an inch pound
torque wrench.
(6) Hold pinion flange with Flange Wrench 8979
(Fig. 26) and remove pinion flange nut and washer.(7) Remove pinion flange with Pinion Flange
Puller 8992 (Fig. 27).
(8) Remove pinion shaft seal with a pry tool or
slide hammer mounted screw.
INSTALLATION
(1) Installnewpinion seal with Installer 8882 and
Handle C-4171 (Fig. 28).
(2) Apply a light coat of teflon thread sealant to
the pinion flange splines.
(3) Lightly tap the pinion flange onto the pinion
until a few threads are showing.
(4) Install flange washer andnewpinion nut.
(5) Hold flange with Flange Wrench 8979 and
tighten pinion nut until pinion end play is taken up.
(6) Rotate pinion several times to seat bearings.
(7) Measure pinion rotating torque with an inch
pound torque wrench and compare it to recorded
measurement. Tighten pinion nut in small incre-
Fig. 25 PINION ROTATING TORQUE
1 - PINION FLANGE
2 - TORQUE WRENCH
Fig. 26 FLANGE WRENCH
1 - PINION FLANGE
2 - WRENCH
Fig. 27 PINION FLANGE PULLER
1 - PINION FLANGE
2 - PULLER
Fig. 28 PINION SEAL INSTALLER
1 - HANDLE
2 - INSTALLER
3 - 60 FRONT AXLE - 9 1/4 AADR

ments, until pinion rotating torque is 0.40-0.57 N´m
(3-5 in. lbs.) greater than recorded measurement.
(8) Rotate pinion several times then verify pinion
rotating torque again.
(9) Install axle shafts and hub bearings.
(10) Install propeller shaft with reference marks
aligned.
DIFFERENTIAL
DESCRIPTION
The differential case is a one-piece design. The dif-
ferential pinion shaft is retained with a snap ring.
Differential bearing preload and ring gear backlash
is adjusted by the use of adjusters. The adjuster are
between the differential bearings and the differential
housing. Pinion bearing preload is set and main-
tained by the use of a collapsible spacer. The
stamped steel cover provides a means for inspection
and servicing the differential.
OPERATION
During straight-ahead driving, the differential pin-
ion gears do not rotate on the pinion mate shaft. This
occurs because input torque applied to the gears is
divided and distributed equally between the two side
gears. As a result, the pinion gears revolve with the
pinion mate shaft but do not rotate around it (Fig.
29).
When turning corners, the outside wheel must
travel a greater distance than the inside wheel to
complete a turn. To accomplish this, the differential
allows the axle shafts to turn at unequal speeds (Fig.
30). In this instance, the input torque applied to thepinion gears is not divided equally. The pinion gears
now rotate around the pinion mate shaft in opposite
directions. This allows the side gear and axle shaft
attached to the outside wheel to rotate at a faster
speed.REMOVAL
(1) Remove differential housing cover and drain
lubricant from the housing.
(2) Remove hub bearings and axle shafts.
(3) Remove adjuster lock bolts and adjuster locks
(Fig. 31).
Fig. 29 DIFFERENTIAL-STRAIGHT AHEAD DRIVING
1 - IN STRAIGHT AHEAD DRIVING EACH WHEEL ROTATES AT
100% OF CASE SPEED
2 - PINION GEAR
3 - SIDE GEAR
4 - PINION GEARS ROTATE WITH CASE
Fig. 30 DIFFERENTIAL-ON TURNS
1 - PINION GEARS ROTATE ON PINION SHAFT
Fig. 31 ADJUSTERS AND LOCKS
1 - ADJUSTER LOCK BOLT
2 - ADJUSTER LOCK
3 - ADJUSTER
4 - BEARING CAP
DRFRONT AXLE - 9 1/4 AA 3 - 61
PINION SEAL (Continued)

(7) Install pinion into the housing and place front
pinion bearing onto the pinion shaft. Draw the pinion
shaft into the front bearing with Installer 8982 (Fig.
52).
(8) Installnewpinion seal (Fig. 53) with Installer
8882 and Handle C-4171.
(9) Apply a light coat of teflon sealant to the pin-
ion flange splines.
(10) Hold pinion and lightly tap the pinion flange
onto the pinion shaft, until a few threads are show-
ing.
(11) Install pinion flange washer andnewpinion
nut.
(12) Hold pinion flange with Flange Wrench 8979
and tighten pinion nut until end play is taken up.
(13) Rotate pinion several times to seat bearings.
(14) Measure pinion rotating torque with an inch
pound torque wrench (Fig. 54). Tighten pinion nut in
small increments until pinion rotating torque is:²New Pinion Bearings:1.7-2.8 N´m (15-25 in.
lbs.)
²Original Pinion Bearings:1.1-2.2 N´m (10-20
in. lbs.)
(15) Rotate pinion several times then verify pinion
rotating torque again.
(16) Position the ring gear on differential case and
start twonewring gear bolts.
(17) Install the rest of thenewring gear bolts and
tighten them alternately to seat the ring gear.
(18) Torque ring gear bolts to 140 N´m (103 ft.
lbs.).
(19) Install differential in housing.
(20) Measure final rotating torque with an inch
pound torque wrench. The final pinion rotating
torque plus differential case bearing preload is:
²New Bearings:3.4-5.6 N´m (30-50 in. lbs.)
²Original Bearings:2.8-5.1 N´m (25-45 in. lbs.)
(21) Install axle shafts.
(22) Verify ring gear backlash and gear contact
pattern.
(23) Install the propeller shaft with the reference
marks aligned.
(24) Install differential cover with gasket and
tighten to 40 N´m (30 ft. lbs.).
(25) Fill differential with fluid and tighten fill plug
to 32 N´m (24 ft. lbs.).
Fig. 52 PINION GEAR INSTALLER
1 - INSTALLER
2 - DIFFERENTIAL HOUSING
Fig. 53 PINION SEAL INSTALLER
1 - HANDLE
2 - INSTALLER
Fig. 54 PINION ROTATING TORQUE
1 - PINION FLANGE
2 - TORQUE WRENCH
3 - 68 FRONT AXLE - 9 1/4 AADR
PINION GEAR/RING GEAR (Continued)

REAR AXLE-91/4
TABLE OF CONTENTS
page page
REAR AXLE-91/4
DESCRIPTION.........................69
OPERATION...........................69
DIAGNOSIS AND TESTING................69
REMOVAL.............................74
INSTALLATION.........................74
ADJUSTMENTS........................74
SPECIFICATIONS.......................79
SPECIAL TOOLS.......................80
AXLE SHAFTS
REMOVAL.............................83
INSTALLATION.........................83
AXLE SHAFT SEALS
REMOVAL.............................84
INSTALLATION.........................84
AXLE BEARINGS
REMOVAL.............................84
INSTALLATION.........................84
PINION SEAL
REMOVAL.............................85INSTALLATION.........................85
DIFFERENTIAL
DESCRIPTION.........................86
OPERATION...........................86
REMOVAL.............................86
DISASSEMBLY.........................88
ASSEMBLY............................88
INSTALLATION.........................88
DIFFERENTIAL-TRAC-LOK
DESCRIPTION.........................89
OPERATION...........................89
DIAGNOSIS AND TESTING................89
DISASSEMBLY.........................90
ASSEMBLY............................92
DIFFERENTIAL CASE BEARINGS
REMOVAL.............................93
INSTALLATION.........................94
PINION GEAR/RING GEAR/TONE RING
REMOVAL.............................94
INSTALLATION.........................96
REAR AXLE-91/4
DESCRIPTION
The axle consist of a cast iron center section with
axle tubes extending from either side. The tubes are
pressed into and welded to the differential housing to
form a one-piece axle housing (Fig. 1). The axles are
equipped with semi-floating axle shafts, meaning
vehicle loads are supported by the axle shaft and
bearings. The axle shafts are retained by C-locks in
the differential side gears.
OPERATION
The axle receives power from the propeller shaft.
The propeller shaft is connected to the pinion gear
which rotates the differential through the gear mesh
with the ring gear bolted to the differential case. The
engine power is transmitted to the axle shafts
through the pinion mate and side gears. The side
gears are splined to the axle shafts.
DIAGNOSIS AND TESTING
GEAR NOISE
Axle gear noise can be caused by insufficient lubri-
cant, incorrect backlash, incorrect pinion depth, toothcontact, worn/damaged gears, or the carrier housing
not having the proper offset and squareness.
Gear noise usually happens at a specific speed
range. The noise can also occur during a specific type
of driving condition. These conditions are accelera-
tion, deceleration, coast, or constant load.
When road testing, first warm-up the axle fluid by
driving the vehicle at least 5 miles and then acceler-
ate the vehicle to the speed range where the noise is
the greatest. Shift out-of-gear and coast through the
peak-noise range. If the noise stops or changes
greatly:
²Check for insufficient lubricant.
²Incorrect ring gear backlash.
²Gear damage.
Differential side gears and pinions can be checked
by turning the vehicle. They usually do not cause
noise during straight-ahead driving when the gears
are unloaded. The side gears are loaded during vehi-
cle turns. A worn pinion shaft can also cause a snap-
ping or a knocking noise.
BEARING NOISE
The axle shaft, differential and pinion bearings can
all produce noise when worn or damaged. Bearing
noise can be either a whining, or a growling sound.
Pinion bearings have a constant-pitch noise. This
noise changes only with vehicle speed. Pinion bearing
DRREAR AXLE - 9 1/4 3 - 69

noise will be higher pitched because it rotates at a
faster rate. Drive the vehicle and load the differen-
tial. If bearing noise occurs, the rear pinion bearing
is the source of the noise. If the bearing noise is
heard during a coast, the front pinion bearing is the
source.
Worn or damaged differential bearings usually pro-
duce a low pitch noise. Differential bearing noise is
similar to pinion bearing noise. The pitch of differen-
tial bearing noise is also constant and varies only
with vehicle speed.
Axle shaft bearings produce noise and vibration
when worn or damaged. The noise generally changes
when the bearings are loaded. Road test the vehicle.
Turn the vehicle sharply to the left and to the right.
This will load the bearings and change the noise
level. Where axle bearing damage is slight, the noise
is usually not noticeable at speeds above 30 mph.
LOW SPEED KNOCK
Low speed knock is generally caused by a worn
U-joint or by worn side±gear thrust washers. A worn
pinion shaft bore will also cause low speed knock.
VIBRATION
Vibration at the rear of the vehicle is usually
caused by a:
²Damaged drive shaft.
²Missing drive shaft balance weight(s).
²Worn or out-of-balance wheels.
²Loose wheel lug nuts.
²Worn U-joint(s).²Loose/broken springs.
²Damaged axle shaft bearing(s).
²Loose pinion gear nut.
²Excessive pinion yoke run out.
²Bent axle shaft(s).
Check for loose or damaged front-end components
or engine/transmission mounts. These components
can contribute to what appears to be a rearend vibra-
tion. Do not overlook engine accessories, brackets
and drive belts.
NOTE: All driveline components should be exam-
ined before starting any repair.
DRIVELINE SNAP
A snap or clunk noise when the vehicle is shifted
into gear (or the clutch engaged), can be caused by:
²High engine idle speed.
²Transmission shift operation.
²Loose engine/transmission/transfer case mounts.
²Worn U-joints.
²Loose spring mounts.
²Loose pinion gear nut and yoke.
²Excessive ring gear backlash.
²Excessive side gear to case clearance.
The source of a snap or a clunk noise can be deter-
mined with the assistance of a helper. Raise the vehi-
cle on a hoist with the wheels free to rotate. Instruct
the helper to shift the transmission into gear. Listen
for the noise, a mechanics stethoscope is helpful in
isolating the source of a noise.
1 - HUB
2 - AXLE SHAFT
3 - VENT FITTING
4 - DIFFERENTIAL HOUSING
5 - CUP
6 - FRONT PINION BEARING CONE
7 - NUT
8 - WASHER
9 - COMPANION FLANGE
10 - SEAL
11 - AXLE SHAFT
12 - HUB
13 - STUD
14 - BEARING CUP
15 - REAR PINION BEARING CONE
16 - DIFFERENTIAL BEARING
17 - ADJUSTER
18 - LOCK
19 - BOLT
20 - BEARING CAP
21 - CAP BOLT
22 - BEARING CUP
23 - THRUST WASHER
24 - SIDE GEAR
25 - C-LOCK
26 - DIFFERENTIAL POSITIONS
27 - THRUST WASHER
28 - COVER29 - PLUG
30 - COVER BOLT
31 - WASHER
32 - CLIP
33 - SIDE GEAR
34 - THRUST WASHER
35 - DIFFERENTIAL BEARING CONE
36 - C-LOCK
37 - BOLT
38 - LOCK
39 - BEARING CUP
40 - ADJUSTER
41 - BEARING CUP
42 - BOLT
43 - PINION MATE SHAFT
44 - EXCITER RING
45 - DIFFERENTIAL CASE
46 - RING GEAR BOLT
47 - RING GEAR
48 - PINION
49 - PINION GEAR DEPTH SHIM
50 - PRELOAD COLLAPSIBLE SPACER
51 - SEAL
52 - AXLE SHAFT BEARING
53 - AXLE SHAFT TUBE
54 - AXLE TUBE
55 - AXLE SHAFT BEARING
56 - SEAL
DRREAR AXLE - 9 1/4 3 - 71
REAR AXLE - 9 1/4 (Continued)

(7) Slide the dial indicator probe across the gap
between the pinion height block and the arbor bar
with the scooter block against the pinion height block
(Fig. 7). Continue moving the dial probe to the crest
of the arbor bar and record the highest reading.
(8) Select a shim equal to the dial indicator read-
ing plus the drive pinion gear depth variance number
marked on the shaft of the pinion. For example, if
the depth variance is ±2, add +0.002 in. to the dial
indicator reading.
DIFFERENTIAL BEARING PRELOAD AND GEAR
BACKLASH
The following must be considered when adjusting
bearing preload and gear backlash:²The maximum ring gear backlash variation is
0.076 mm (0.003 in.).
²Mark the gears so the same teeth are meshed
during all backlash measurements.
²Maintain the torque while adjusting the bearing
preload and ring gear backlash.
²Excessive adjuster torque will introduce a high
bearing load and cause premature bearing failure.
Insufficient adjuster torque can result in excessive
differential case free-play and ring gear noise.
²Insufficient adjuster torque will not support the
ring gear correctly and can cause excessive differen-
tial case free-play and ring gear noise.
NOTE: The differential bearing cups will not always
immediately follow the threaded adjusters as they
are moved during adjustment. To ensure accurate
bearing cup responses to the adjustments:
²Maintain the gear teeth engaged (meshed) as
marked.
²The bearings must be seated by rapidly rotat-
ing the pinion gear a half turn back and forth.
²Do this five to ten times each time the threaded
adjusters are adjusted.
(1) Throught the axle tube use Wrench C-4164 to
adjust each threaded adjuster inward until the differ-
ential bearing free-play is eliminated. Allow some
ring gear backlash approximately 0.25 mm (0.01 in.)
between the ring and pinion gear. Seat the bearing
cups with the procedure described above.
(2) Install dial indicator and position the plunger
against the drive side of a ring gear tooth (Fig. 8).
Measure the backlash at 4 positions, 90 degrees
apart around the ring gear. Locate and mark the
area of minimum backlash.
Fig. 5 PINION HEIGHT BLOCK
1 - PINION BLOCK
2 - PINION HEIGHT BLOCK
Fig. 6 PINION DEPTH TOOLS
1 - ARBOR DISC
2 - PINION BLOCK
3 - ARBOR
4 - PINION HEIGHT BLOCK
Fig. 7 PINION GEAR DEPTH MEASUREMENT
1 - ARBOR
2 - SCOOTER BLOCK
3 - DIAL INDICATOR
3 - 76 REAR AXLE-91/4DR
REAR AXLE - 9 1/4 (Continued)

(3) Rotate the ring gear to the position of the least
backlash. Mark the gear so that all future backlash
measurements will be taken with the same gear
teeth meshed.
(4) Loosen the right-side, tighten the left-side
threaded adjuster. Obtain backlash of 0.076 to 0.102
mm (0.003-0.004 in.) with each adjuster tightened to
14 N´m (10 ft. lbs.). Seat the bearing cups with the
procedure described above.
(5) Tighten the differential bearing cap bolts 136
N´m (100 ft. lbs.).
(6) Tighten the right-side threaded adjuster to 102
N´m (75 ft. lbs.). Seat the bearing cups with the pro-
cedure described above. Continue to tighten the
right-side adjuster and seat bearing cups until the
torque remains constant at 102 N´m (75 ft. lbs.)
(7) Measure the ring gear backlash. The range of
backlash is 0.15 to 0.203 mm (0.006 to 0.008 in.).
(8) Continue increasing the torque at the right-
side threaded adjuster until the specified backlash is
obtained.
NOTE: The left-side threaded adjuster torque
should have approximately 102 N´m (75 ft. lbs.). If
the torque is considerably less, the complete
adjustment procedure must be repeated.
(9) Tighten the left-side threaded adjuster until
102 N´m (75 ft. lbs.) torque is indicated. Seat the
bearing rollers with the procedure described above.
Do this until the torque remains constant.
(10) Install the threaded adjuster locks and
tighten the lock screws to 10 N´m (90 in. lbs.).GEAR CONTACT PATTERN
Gear tooth contact pattern is used to verify the cor-
rect running position of the ring and pinion gears.
This will produce low noise and long gear life. Gears
which are not positioned properly may be noisy and
have shorten gear life.
(1) Wipe clean each tooth of the ring gear.
(2) Apply gear marking compound to all of the ring
gear teeth.
(3) Verify bearing cap bolts are torque specifica-
tion.
(4) Apply parking brakes lightly to create at 14
N´m (10 ft. lbs.) pinion rotating torque.
(5) Rotate the pinion/pinion yoke 4 full revolutions
in each directions.
(6) Read gear tooth contact pattern:
²Gear contact pattern is correct (Fig. 9). Backlash
and pinion depth is correct.
²Ring gear too far away from pinion gear (Fig.
10). Decrease backlash, by moving the ring closer to
the pinion gear using the adjusters.
Fig. 8 RING GEAR BACKLASH
1 - DIAL INDICATOR
2 - RING GEAR
3 - EXCITER RING
Fig. 9 CORRECT CONTACT PATTERN
Fig. 10 INCORRECT BACKLASH
1 - COAST SIDE TOE
2 - DRIVE SIDE HEEL
DRREAR AXLE - 9 1/4 3 - 77
REAR AXLE - 9 1/4 (Continued)