tires DODGE RAM 2002 Service User Guide

DRIVELINE VIBRATION
Drive Condition Possible Cause Correction
Propeller Shaft Noise 1) Undercoating or other foreign
material on shaft.1) Clean exterior of shaft and wash
with solvent.
2) Loose U-joint clamp screws. 2) Install new clamps and screws
and tighten to proper torque.
3) Loose or bent U-joint yoke or
excessive runout.3) Install new yoke.
4) Incorrect driveline angularity. 4) Measure and correct driveline
angles.
5) Rear spring center bolt not in
seat.5) Loosen spring u-bolts and seat
center bolt.
6) Worn U-joint bearings. 6) Install new U-joint.
7) Propeller shaft damaged or out
of balance.7) Installl new propeller shaft.
8) Broken rear spring. 8) Install new rear spring.
9) Excessive runout or unbalanced
condition.9) Re-index propeller shaft, test,
and evaluate.
10) Excessive drive pinion gear
shaft runout.10) Re-index propeller shaft and
evaluate.
11) Excessive axle yoke deflection. 11) Inspect and replace yoke if
necessary.
12) Excessive transfer case runout. 12) Inspect and repair as necessary.
Universal Joint Noise 1) Loose U-joint clamp screws. 1) Install new clamps and screws
and tighten to proper torque.
2) Lack of lubrication. 2) Replace as U-joints as
necessary.
BALANCE
NOTE: Removing and re-indexing the propeller
shaft 180É relative to the yoke may eliminate some
vibrations.
If propeller shaft is suspected of being unbalanced,
it can be verified with the following procedure:
(1) Raise the vehicle.
(2) Clean all the foreign material from the propel-
ler shaft and the universal joints.
(3) Inspect the propeller shaft for missing balance
weights, broken welds and bent areas.If the propel-
ler shaft is bent, it must be replaced.
(4) Inspect the universal joints to ensure that they
are not worn, properly installed and correctly aligned
with the shaft.
(5) Check the universal joint clamp screws torque.
(6) Remove the wheels and tires. Install the wheel
lug nuts to retain the brake drums or rotors.
(7) Mark and number the shaft six inches from the
yoke end at four positions 90É apart.(8) Run and accelerate the vehicle until vibration
occurs. Note the intensity and speed the vibration
occurred. Stop the engine.
(9) Install a screw clamp at position 1 (Fig. 1).
(10) Start the engine and re-check for vibration. If
there is little or no change in vibration, move the
clamp to one of the other three positions. Repeat the
vibration test.
(11) If there is no difference in vibration at the
other positions, the source of the vibration may not
be propeller shaft.
(12) If the vibration decreased, install a second
clamp (Fig. 2) and repeat the test.
(13) If the additional clamp causes an additional
vibration, separate the clamps (1/2 inch above and
below the mark). Repeat the vibration test (Fig. 3).
(14) Increase distance between the clamp screws
and repeat the test until the amount of vibration is
at the lowest level. Bend the slack end of the clamps
so the screws will not loosen.
3 - 2 PROPELLER SHAFTBR/BE
PROPELLER SHAFT (Continued)

(15) If the vibration remains unacceptable, apply
the same steps to the front end of the propeller shaft.
(16) Install the wheel and tires. Lower the vehicle.
RUNOUT
(1) Remove dirt, rust, paint and undercoating from
the propeller shaft surface where the dial indicator
will contact the shaft.
(2) The dial indicator must be installed perpendic-
ular to the shaft surface.
(3) Measure runout at the center and ends of the
shaft sufficiently far away from weld areas to ensure
that the effects of the weld process will not enter into
the measurements.
(4) Refer to Runout Specifications chart.
(5) If propeller shaft runout is out of specification,
remove the propeller shaft, index the shaft 180É and
re-install the propeller shaft. Measure shaft runout
again.
(6) If propeller shaft runout is now within specifi-
cations, mark the shaft and yokes for proper orienta-
tion.
(7) If the propeller shaft runout is not within spec-
ifications, verify that the runout of the transmission/
transfer case and axle are within specifications.
Correct as necessary and re-measure propeller shaft
runout.
(8) Replace the propeller shaft if the runout still
exceeds the limits.
RUNOUT SPECIFICATIONS
Front of Shaft 0.020 in. (0.50 mm)
Center of Shaft 0.025 in. (0.63 mm)
Rear of Shaft 0.020 in. (0.50 mm)
note:
Measure front/rear runout approximately 3 inches (76
mm) from the weld seam at each end of the shaft
tube for tube lengths over 30 inches. For tube lengths
under 30 inches, the maximum allowed runout is
0.020 in. (0.50 mm) for the full length of the tube.
STANDARD PROCEDURES
To accurately check driveline alignment, raise and
support the vehicle at the axles as level as possible.
Allow the wheels and propeller shaft to turn.
(1) Remove any external bearing snap rings, if
equipped from universal joint so protractor base sits
flat.
(2) Rotate the shaft until transmission/transfer
case output yoke bearing is facing downward.
NOTE: Always make measurements from front to
rear and from the same side of the vehicle.
Fig. 1 Clamp Screw At Position 1
1 - CLAMP
2 - SCREWDRIVER
Fig. 2 Two Clamp Screws At The Same Position
Fig. 3 Clamp Screws Separated
1 - ó INCH
BR/BEPROPELLER SHAFT 3 - 3
PROPELLER SHAFT (Continued)

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. 1).
When turning corners, the outside wheel must
travel a greater distance than the inside wheel to
complete a turn. The difference must be compensated
for to prevent the tires from scuffing and skidding
through turns. To accomplish this, the differential
allows the axle shafts to turn at unequal speeds (Fig.
2). In this instance, the input torque applied to the
pinion 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.
DIAGNOSIS AND TESTING - AXLE
GEAR NOISE
Axle gear noise can be caused by insufficient lubri-
cant, incorrect backlash, tooth contact, 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 thepeak-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 mate shaft can also cause a
snapping 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
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.
Fig. 1 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. 2 DIFFERENTIAL-ON TURNS
1 - PINION GEARS ROTATE ON PINION SHAFT
BR/BEFRONT AXLE - 248FBI 3 - 15
FRONT AXLE - 248FBI (Continued)

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:
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 rear end
vibration. Do not overlook engine accessories, brack-
ets and drive belts.All driveline components should be examined
before starting any repair.
(Refer to 22 - TIRES/WHEELS - DIAGNOSIS AND
TESTING)
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 - 16 FRONT AXLE - 248FBIBR/BE
FRONT AXLE - 248FBI (Continued)

Condition Possible Causes Correction
Gear Teeth Broke 1. Overloading. 1. Replace gears. Examine other
gears and bearings for possible
damage.
2. Erratic clutch operation. 2. Replace gears and examine the
remaining parts for damage. Avoid
erratic clutch operation.
3. Ice-spotted pavement. 3. Replace gears and examine
remaining parts for damage.
4. Improper adjustments. 4. Replace gears and examine
remaining parts for damage. Ensure
ring gear backlash is correct.
Axle Noise 1. Insufficient lubricant. 1. Fill differential with the correct
fluid type and quantity.
2. Improper ring gear and pinion
adjustment.2. Check ring gear and pinion
contact pattern.
3. Unmatched ring gear and pinion. 3. Replace gears with a matched
ring gear and pinion.
4. Worn teeth on ring gear and/or
pinion.4. Replace ring gear and pinion.
5. Loose pinion bearings. 5. Adjust pinion bearing pre-load.
6. Loose differential bearings. 6. Adjust differential bearing
pre-load.
7. Mis-aligned or sprung ring gear. 7. Measure ring gear run-out.
Replace components as necessary.
8. Loose differential bearing cap
bolts.8. Inspect differential components
and replace as necessary. Ensure
that the bearing caps are torqued
tot he proper specification.
9. Housing not machined properly. 9. Replace housing.
REMOVAL
(1) Raise and support the vehicle.
(2) Remove wheels and tires.
(3) Remove brake calipers and rotors. Refer to 5
Brakes for procedures.
(4) Remove ABS wheel speed sensors, if equipped.
Refer to 5 Brakes for procedures.
(5) Disconnect axle vent hose.
(6) Disconnect vacuum hose and electrical connec-
tor at disconnect housing.
(7) Remove front propeller shaft.
(8) Disconnect stabilizer bar links at the axle
brackets.
(9) Disconnect shock absorbers from axle brackets.
(10) Disconnect track bar from the axle bracket.
(11) Disconnect tie rod and drag link from the
steering knuckles.
(12) Position suitable lifting device under the axle
assembly.(13) Secure axle to lifting device.
(14) Mark suspension alignment cams for installa-
tion reference.
(15) Disconnect upper and lower suspension arms
from the axle bracket.
(16) Lower the axle. The coil springs will drop
with the axle.
(17) Remove the coil springs from the axle bracket.
INSTALLATION
CAUTION: Suspension components with rubber
bushings should be tightened with the weight of the
vehicle on the suspension, at normal height. If
springs are not at their normal ride position, vehicle
ride comfort could be affected and premature bush-
ing wear may occur. Rubber bushings must never
be lubricated.
(1) Support the axle on a suitable lifting device.
3 - 18 FRONT AXLE - 248FBIBR/BE
FRONT AXLE - 248FBI (Continued)

When turning corners, the outside wheel must
travel a greater distance than the inside wheel to
complete a turn. The difference must be compensated
for to prevent the tires from scuffing and skidding
through turns. To accomplish this, the differential
allows the axle shafts to turn at unequal speeds (Fig.
2). In this instance, the input torque applied to the
pinion 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.
TRAC-LOKTDIFFERENTIAL
The differential clutches are engaged by two con-
current forces. The first being the preload force
exerted through Belleville spring washers within the
clutch packs. The second is the separating forces gen-
erated by the side gears as torque is applied through
the ring gear (Fig. 3).
This design provides the differential action needed
for turning corners and for driving straight ahead
during periods of unequal traction. When one wheel
looses traction, the clutch packs transfer additional
torque to the wheel having the most traction. The
differential resist wheel spin on bumpy roads and
provide more pulling power when one wheel looses
traction. Pulling power is provided continuously until
both wheels loose traction. If both wheels slip due to
unequal traction, Trac-loktoperation is normal. In
extreme cases of differences of traction, the wheel
with the least traction may spin.
DIAGNOSIS AND TESTING - AXLE
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-
Fig. 2 DIFFERENTIAL ON TURNS
1 - PINION GEARS ROTATE ON PINION SHAFTFig. 3 TRAC-LOK LIMITED SLIP DIFFERENTIAL
1 - CASE
2 - RING GEAR
3 - DRIVE PINION
4 - PINION GEAR
5 - MATE SHAFT
6 - CLUTCH PACK
7 - SIDE GEAR
8 - CLUTCH PACK
BR/BEREAR AXLE - 248RBI 3 - 47
REAR AXLE - 248RBI (Continued)

REMOVAL
(1) Raise and support the vehicle.
(2) Position an axle lift under the axle and secure
it to the axle.
(3) Remove the wheels and tires.
(4) Remove RWAL sensor from the differential
housing, if necessary.
(5) Remove brake hose from the axle junction
block.
(6) Disconnect parking brake cables and cable
brackets.
(7) Remove vent hose from the axle shaft tube.
(8) Mark propeller shaft and yoke for installation
alignment reference.
(9) Remove propeller shaft.
(10) Remove shock absorbers from the axle brack-
ets.
(11) Remove spring clamps and spring brackets.
(12) Remove axle from the vehicle.
INSTALLATION
(1) Raise axle with lift and align to the leaf spring
centering bolts.
(2) Install spring clamps and spring brackets.
(3) Install shock absorbers and tighten to specifica-
tions.
(4) Install RWAL sensor to the differential hous-
ing, if necessary.
(5) Install parking brake cables and cable brackets
(6) Install brake hose to the axle junction block.
(7) Install axle vent hose.
(8) Install propeller shaft with reference marks
aligned.
(9) Install wheels and tires assemblies.
(10) Add gear lubricant, if necessary.
(11) Remove lift from the axle and lower the vehi-
cle.
ADJUSTMENTS
Ring and pinion gears are supplied as matched
sets only. The identifying numbers for the ring and
pinion gear are etched into the face of each gear (Fig.
4). A plus (+) number, minus (±) number or zero (0) is
etched into the face of the pinion gear. This number
is the amount (in thousandths of an inch) the depth
varies from the standard depth setting of a pinion
etched with a (0). The standard setting from the cen-
ter line of the ring gear to the back face of the pinion
is 127 mm (5.00 in.). The standard depth provides
the best gear tooth contact pattern. Refer to Back-
lash and Contact Pattern in this section for addi-
tional information.
Compensation for pinion depth variance is
achieved with a select shim. The shims are placed
between the rear pinion bearing and the pinion gear
head (Fig. 5).If a new gear set is being installed, note the depth
variance etched into both the original and replace-
ment pinion. Add or subtract this number from the
thickness of the original depth shim/oil slinger to
compensate for the difference in the depth variances.
Refer to the Depth Variance chart.
Note where Old and New Pinion Marking columns
intersect. Intersecting figure represents plus or
minus the amount needed.
Fig. 4 PINION GEAR ID NUMBERS
1 - PRODUCTION NUMBERS
2 - PINION GEAR DEPTH VARIANCE
3 - GEAR MATCHING NUMBER
Fig. 5 SHIM LOCATIONS
1 - PINION GEAR DEPTH SHIM
2 - DIFFERENTIAL BEARING SHIM
BR/BEREAR AXLE - 248RBI 3 - 51
REAR AXLE - 248RBI (Continued)

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. 1).
When turning corners, the outside wheel must
travel a greater distance than the inside wheel to
complete a turn. The difference must be compensated
for to prevent the tires from scuffing and skidding
through turns. To accomplish this, the differential
allows the axle shafts to turn at unequal speeds (Fig.
2). In this instance, the input torque applied to the
pinion 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.
POWR-LOKTDIFFERENTIAL
The differential clutches are engaged by two con-
current forces. The first being the preload force
exerted through Belleville spring washers within the
clutch packs. The second is the separating forces gen-
erated by the side gears as torque is applied through
the ring gear (Fig. 3).
This design provide the differential action needed
for turning corners and for driving straight ahead
during periods of unequal traction. When one wheel
looses traction, the clutch packs transfer additional
torque to the wheel having the most traction. The
Powr-loktdifferential additionally utilizes a ramping
action supplied by the cross shafts to increase the
force applied to the clutch packs to increase the
Fig. 1 Differential Operation - 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. 2 Differential Operation - On Turns
1 - PINION GEARS ROTATE ON PINION SHAFT
Fig. 3 Powr-LokTLimited Slip Differential
1 - CASE
2 - RING GEAR
3 - DRIVE PINION
4 - PINION GEAR
5 - MATE SHAFT
6 - CLUTCH PACK
7 - SIDE GEAR
8 - CLUTCH PACK
BR/BEREAR AXLE - 267RBI 3 - 79
REAR AXLE - 267RBI (Continued)

Condition Possible Causes Correction
Axle Overheating 1. Lubricant level low. 1. Fill differential to correct level.
2. Improper grade of lubricant. 2. Fill differential with the correct fluid
type and quantity.
3. Bearing pre-loads too high. 3. Re-adjust bearing pre-loads.
4. Insufficient ring gear backlash. 4. Re-adjust ring gear backlash.
Gear Teeth Broke 1. Overloading. 1. Replace gears. Examine other
gears and bearings for possible
damage.
2. Erratic clutch operation. 2. Replace gears and examine the
remaining parts for damage. Avoid
erratic clutch operation.
3. Ice-spotted pavement. 3. Replace gears and examine
remaining parts for damage.
4. Improper adjustments. 4. Replace gears and examine
remaining parts for damage. Ensure
ring gear backlash is correct.
Axle Noise 1. Insufficient lubricant. 1. Fill differential with the correct fluid
type and quantity.
2. Improper ring gear and pinion
adjustment.2. Check ring gear and pinion contact
pattern. Adjust backlash or pinion
depth.
3. Unmatched ring gear and pinion. 3. Replace gears with a matched ring
gear and pinion.
4. Worn teeth on ring gear and/or
pinion.4. Replace ring gear and pinion.
5. Loose pinion bearings. 5. Adjust pinion bearing pre-load.
6. Loose differential bearings. 6. Adjust differential bearing pre-load.
7. Mis-aligned or sprung ring gear. 7. Measure ring gear run-out.
Replace components as necessary.
8. Loose differential bearing cap
bolts.8. Inspect differential components
and replace as necessary. Ensure
that the bearing caps are torqued tot
he proper specification.
9. Housing not machined properly. 9. Replace housing.
REMOVAL
(1) Raise and support the vehicle.
(2) Position an axle lift under the axle and secure
it to the axle.
(3) Remove the wheels and tires.
(4) Remove RWAL sensor from the differential
housing, if necessary.
(5) Remove brake hose from the axle junction
block.
(6) Disconnect parking brake cables and cable
brackets.
(7) Remove vent hose from the axle shaft tube.(8) Mark propeller shaft and yoke for installation
alignment reference.
(9) Remove propeller shaft.
(10) Remove shock absorbers from the axle brack-
ets.
(11) Remove spring clamps and spring brackets.
(12) Remove axle from the vehicle.
INSTALLATION
(1) Raise axle with lift and align to the leaf spring
centering bolts.
(2) Install spring clamps and spring brackets.
3 - 82 REAR AXLE - 267RBIBR/BE
REAR AXLE - 267RBI (Continued)

(3) Install shock absorbers and tighten to specifica-
tions.
(4) Install RWAL sensor to the differential hous-
ing, if necessary.
(5) Install parking brake cables and cable brackets
(6) Install brake hose to the axle junction block.
(7) Install axle vent hose.
(8) Install propeller shaft with reference marks
aligned.
(9) Install wheels and tires assemblies.
(10) Add gear lubricant, if necessary.
(11) Remove lift from the axle and lower the vehi-
cle.
ADJUSTMENTS
Ring and pinion gears are supplied as matched
sets only. The identifying numbers for the ring and
pinion gear are etched onto each gear (Fig. 4). A plus
(+) number, minus (±) number or zero (0) is etched
onto the pinion gear. This number is the amount (in
thousandths of an inch) the depth varies from the
standard depth setting of a pinion etched with a (0).
The standard setting from the center line of the ring
gear to the back face of the pinion is 136.53 mm
(5.375 in.). The standard depth provides the best
gear tooth contact pattern. Refer to Backlash and
Contact Pattern in this section for additional infor-
mation.
Compensation for pinion depth variance is
achieved with a select shim/oil baffle. The shims are
placed between the rear pinion bearing and the pin-
ion gear head (Fig. 5).
If a new gear set is being installed, note the depth
variance etched into both the original and replace-
ment pinion. Add or subtract this number from the
thickness of the original depth shim/oil slinger to
compensate for the difference in the depth variances.
Refer to the Depth Variance chart.
Note where Old and New Pinion Marking columns
intersect. Intersecting figure represents plus or
minus the amount needed.
Note the etched number on the face of the pinion
gear head (±1, ±2, 0, +1, +2, etc.). The numbers rep-
resent thousands of an inch deviation from the stan-
dard. If the number is negative, add that value to the
required thickness of the depth shims. If the number
is positive, subtract that value from the thickness of
the depth shim. If the number is 0 no change is nec-
essary.Fig. 4 PINION GEAR ID NUMBERS
1 - PRODUCTION NUMBERS
2 - PINION GEAR DEPTH VARIANCE
3 - GEAR MATCHING NUMBER
Fig. 5 SHIM LOCATIONS
1 - PINION GEAR DEPTH SHIM/OIL BAFFLE
2 - DIFFERENTIAL BEARING SHIM
BR/BEREAR AXLE - 267RBI 3 - 83
REAR AXLE - 267RBI (Continued)