This will take you to the main site where there is history, technical information and other information on these cars.
This takes you back to the main page of the forums.
This is the control panel to change your password, information and preferences on this message board.
Click here if your lost your password or need to register on this message board. You must be a registered user to post. Registration is free.
Search this board for information you need.
Click here to buy cool Squarebirds mechandise.
Click here to support Squarebirds.org. For $20 annually receive 20mBytes webspace, a Squarebirds e-mail address and member's icon on the message board.
  #1  
Old 12-07-2015, 05:20 PM
HighwayThunder's Avatar
HighwayThunder HighwayThunder is offline
Apprentice
 
Join Date: Nov 19 2013
Posts: 89
HighwayThunder is on a distinguished road
Default Rear Axle Ring Carrier

I'm converting the Ford 9" rear axle ratio from 3.0:1 to 3.7:1. Took the rear axle parts to a machine shop to have them remove old bearings and press on new ones. In the process they found a hairline crack in one of the ring carrier halves.

As far as I know the crack is not repairable. "You can't weld cast iron. After all, it's only one step up from dirt," said the machinist.

It's possible the crack has been there since the car left the factory and, given the way it's bolted together with its other half and the ring gear, there may be little danger it would cause the rear axle to fail. On the other hand, given the increased power due to engine mods, it could be a catastrophe waiting to happen.

Anybody know where I can get a new part without buying an entire rear end?
Attached Images
File Type: jpg RingCarrierCrack.jpg (72.1 KB, 72 views)
__________________
Richard
1966 Thunderbird Hardtop,
390 with Edelbrock heads. Visit my restoration blog at hwythunder.com .
Reply With Quote
  #2  
Old 12-07-2015, 06:23 PM
simplyconnected's Avatar
simplyconnected simplyconnected is offline
Slow Typist
 
Join Date: May 26 2009
Posts: 7,073
simplyconnected is on a distinguished road
Default

Around here, we have 'Trans & Gear' shops. Call your local transmission shop. The Ford 9" is very popular. If he doesn't have a good used one he can probably get one for you.

Your machine shop is right. By definition, cast iron is at least 2% carbon (graphite). That's why cast iron works so well in cylinder bores. - Dave
__________________
My latest project:
CLICK HERE to see my custom hydraulic roller 390 FE build.

"We've got to pause and ask ourselves: How much clean air do we need?"
--Lee Iacocca
Reply With Quote
  #3  
Old 12-15-2015, 01:55 PM
HighwayThunder's Avatar
HighwayThunder HighwayThunder is offline
Apprentice
 
Join Date: Nov 19 2013
Posts: 89
HighwayThunder is on a distinguished road
Default Pinion Bearing Pre-load

I'm having trouble setting the pinion bearing pre-load. For a 9" with new bearings and a collapsible spacer, the manual says to torque the pinion nut to 175 ft/lb (minimum) and check that the rotation resistance is 17-32 in/lb. (First of all, don't have an in/lb torque indicator, but am able to estimate.) Rotation seemed way too resistive.

I took the assembly back to the machine shop and had them install a new collapsible spacer, but to leave the bearings a tad loose. I torqued the pinion nut to 145 ft/lb to start with, and measured the rotation. It seems to be about 7 ft/lbs by my reckoning. Tightening it to 175 ft/lb would only make it tighter.

Any advice as to what I'm doing wrong?

Cheers,
__________________
Richard
1966 Thunderbird Hardtop,
390 with Edelbrock heads. Visit my restoration blog at hwythunder.com .
Reply With Quote
  #4  
Old 12-16-2015, 07:36 AM
HighwayThunder's Avatar
HighwayThunder HighwayThunder is offline
Apprentice
 
Join Date: Nov 19 2013
Posts: 89
HighwayThunder is on a distinguished road
Default Just a thought...

The machinist confirmed that the spacer had been compressed.

It may be that the collapsible spacer is too ductile, causing it to compress at a lower pressure. Past a certain point you would be tightening the bearing rollers against the bearing cups, negating the purpose of the spacer.

(The Dorman spacers purchased from O'Reilly's came in a package of two, presumably an extra in case one over-tightens on the first go-round. Doesn't seem likely that one could fit both spacers on the pinion.)
__________________
Richard
1966 Thunderbird Hardtop,
390 with Edelbrock heads. Visit my restoration blog at hwythunder.com .

Last edited by HighwayThunder : 12-16-2015 at 07:42 AM. Reason: added information
Reply With Quote
  #5  
Old 12-16-2015, 07:38 AM
simplyconnected's Avatar
simplyconnected simplyconnected is offline
Slow Typist
 
Join Date: May 26 2009
Posts: 7,073
simplyconnected is on a distinguished road
Default

Follow this YouTube video.. CLICK HERE
This is one of those jobs where you need a professional shop to do the work and to give you a warranty. WHY? Because they have experience, all the correct tools, a host of shims left over from previous installs and they can buy bearings and other parts cheaper because they order from a distributor.

Without seeing what parts you changed and your techniques used, I couldn't possibly know where you went wrong. The video demonstrates proper installation of both the crush washer and the solid. More importantly, it shows proper preparation of the castings. - Dave
__________________
My latest project:
CLICK HERE to see my custom hydraulic roller 390 FE build.

"We've got to pause and ask ourselves: How much clean air do we need?"
--Lee Iacocca
Reply With Quote
  #6  
Old 12-16-2015, 08:06 AM
HighwayThunder's Avatar
HighwayThunder HighwayThunder is offline
Apprentice
 
Join Date: Nov 19 2013
Posts: 89
HighwayThunder is on a distinguished road
Default

Thanks Dave!

That's the best video I've seen on the topic.

Will go to solid spacer/shims.
__________________
Richard
1966 Thunderbird Hardtop,
390 with Edelbrock heads. Visit my restoration blog at hwythunder.com .
Reply With Quote
  #7  
Old 12-25-2015, 09:34 AM
HighwayThunder's Avatar
HighwayThunder HighwayThunder is offline
Apprentice
 
Join Date: Nov 19 2013
Posts: 89
HighwayThunder is on a distinguished road
Default

My background is in electronics and, comparing electrical article testing to mechanical article testing, it seems that electrical testing is easier: precise parameters are visible using common test equipment. Mechanical testing can sometimes be ambiguous. A case-in-point is adjusting ring and pinion gears.

As previously posted, tightening the yoke nut to 175 ft/lb over-crushed the collapsible spacer resulting in too much preload drag on the pinion bearings. My machine shop advised me that common practice is to ignore the 175 ft/lb spec and just tighten the nut to the preload spec (the nut will not come loose under normal driving conditions). That’s what I did.

The next challenge is adjusting the pinion shims and ring gear backlash to achieve the “ideal” ring-pinion contact pattern. Again, there’s more to it than the factory manual lets on. Ring and Pinion Service, Inc. has an online paper on ring-pinion alignment Take-aways include:
  • Putting some drag on the ring gear during rotation will produce better pattern definition.
  • Pinion shim adjustment will be reflected in the pattern moving between ring gear face and ring gear flank.
  • Achieving an ideal ring drive side pattern is more important than the coast side. (Ever notice that your rear axle whines when you accelerate in reverse?)
  • “Ideal” can be a range of acceptable patterns, as pictured in the online document.
However, after going through several iterations of shim and backlash adjustments without finding an acceptable contact pattern at the end of the rainbow, I took Dave’s advice and brought the assembly to a shop specializing in rear axle repair. They’ll have it ready by Monday.

Cheers,
__________________
Richard
1966 Thunderbird Hardtop,
390 with Edelbrock heads. Visit my restoration blog at hwythunder.com .
Reply With Quote
  #8  
Old 12-25-2015, 02:27 PM
simplyconnected's Avatar
simplyconnected simplyconnected is offline
Slow Typist
 
Join Date: May 26 2009
Posts: 7,073
simplyconnected is on a distinguished road
Default

Some jobs are better left to the guys who do it every day. I thought I could mud drywall, polish parts (in preparation for plating), spray paint a car, etc.

I ended up sanding off more drywall compound than I put on, I nearly ruined my classic car parts trying to polish them and I don't have a proper spray booth with filters. To me, all these jobs LOOK easy, like watching Michael Jordan shooting hoops. It's a different story when trying it for yourself.

I cannot afford to pay every professional that is needed for my car so I swap a lot of work. This practice produces more friends in the restoration business. We can never have too many.

Merry Christmas - Dave
__________________
My latest project:
CLICK HERE to see my custom hydraulic roller 390 FE build.

"We've got to pause and ask ourselves: How much clean air do we need?"
--Lee Iacocca
Reply With Quote
Reply


Thread Tools
Display Modes

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

vB code is On
Smilies are On
[IMG] code is On
HTML code is Off
Forum Jump


All times are GMT -4. The time now is 09:16 PM.

Driving, racing or working on cars can be hazardous. The procedures and advice on this website including the message board are opinion only. Squarebirds.org and its webmasters and contributors do not guarantee the correctness of the advice and procedures. The Squarebirds.org and its webmasters assume no liability for any damage, fines, punishment, injury or death resulting from following these procedures or advice. If you do not have the skills or tools to repair your car, please consult a professional. By using this site you agree to hold harmless the Squarebirds.org, its authors and its webmasters from any resulting claim and costs that may occur from using the information found on this site.

Powered by vBulletin® Version 3.6.8
Copyright ©2000 - 2017, Jelsoft Enterprises Ltd.
Any submissions to this site and any post on this site becomes property of Squarebirds.org . The webmasters reserve the right to edit and modify any submissions to this site. All material on this is site is copyrighted by the Squarebirds.org. Reproduction by any means other than for personal use is strictly prohibited. Permission to use material on this site can be obtained by contacting the webmasters. Copyright 2002-2016 by Squarebirds.org.