How Tight Carrier

Ronno6 · Sep 16, 2018

Blue Ox said:
So it was .006" in one spot and .009" in the other? That doesn't sound too good.

However if the contact pattern is right then I guess proceed as normal. Do you have a way of properly measuring pinion preload?

The torque stick,.. you can probably get away with it. It's not ideal, but I guess you could do worse things.

I will recheck, but I did get readings in both extremes.
I only have a bar style 1/4" in/lbs torque wrench. I have seen people use them. I really don't want to purchase a dial type....... I may try to torque the ring gear bolts when I have the carrier out for crush sleeve installation. Dunno if it will fir my bench vise..padded of course. Other than that or the torque stick, I guess I could put the axles in and install wheels and tires for some ground friction........

bucket · Sep 16, 2018

So the mesh pattern was good then?

That's something people like to see. Much like a good weld that resembles a stack of dimes

Ronno6 · Sep 16, 2018

bucket said:
So the mesh pattern was good then?

That's something people like to see. Much like a good weld that resembles a stack of dimes

Surprisingly so..........

Blue Ox · Sep 16, 2018

A beam-type torque wrench for the pinion is perfect as long as you're careful and get repeatable readings.

It seems odd that you can't get consistent readings on gear lash and that there is such a large variation. It is tricky to get everything lined up right and immobilize the pinion. But you should be able to get repeatable results without that much variation.

crazy4offroad · Sep 16, 2018

Axle shafts will have play, wont work. Put a big pipe wrench on the pinion yoke and let it rotate over against the ground. Put something heavy on the handle if you have to but you shouldnt.

Ronno6 · Sep 16, 2018

Blue Ox said:
A beam-type torque wrench for the pinion is perfect as long as you're careful and get repeatable readings.

It seems odd that you can't get consistent readings on gear lash and that there is such a large variation. It is tricky to get everything lined up right and immobilize the pinion. But you should be able to get repeatable results without that much variation.

I will be repeating the test to make sure...

Ronno6 · Sep 16, 2018

crazy4offroad said:
Axle shafts will have play, wont work. Put a big pipe wrench on the pinion yoke and let it rotate over against the ground. Put something heavy on the handle if you have to but you shouldnt.

The rear axle is out of the vehicle and sitting on a couple of jack stands...

Ronno6 · Sep 18, 2018

Blue Ox said:
So it was .006" in one spot and .009" in the other? That doesn't sound too good.

I have rechecked and do indeed find extremes as I posted.
Most readings are .007" to .008"

I checked the lateral runout of the back side of the carrier flange and found a TIR of .003"
This matched the runout I measured on the backside of the mounted ring gear.
Is that normal/acceptable??
I would suspect that could contribute to the backlash variation..

Blue Ox · Sep 18, 2018

In theory,... there's not much you can do about it. I looked at my manual for the 8.5" (mine is for the front, but it should be similar) and GM says no more then .002" total. I don't know if I would panic about an extra .001". If everything else is in spec you're probably okay.

You could try rotating the ring gear 180° on the carrier and check the runout of the ring gear again. You may be dealing with a stackup of tolerances, or may get it to work in your favor. Can't say I've ever run into that before, but I've only done about 5 rears, so I may have just been lucky.

Ronno6 · Sep 18, 2018

Blue Ox said:
In theory,... there's not much you can do about it. I looked at my manual for the 8.5" (mine is for the front, but it should be similar) and GM says no more then .002" total. I don't know if I would panic about an extra .001". If everything else is in spec you're probably okay.

You could try rotating the ring gear 180° on the carrier and check the runout of the ring gear again. You may be dealing with a stackup of tolerances, or may get it to work in your favor. Can't say I've ever run into that before, but I've only done about 5 rears, so I may have just been lucky.

I had thought about the stacking of tolerances, but, as the TIR is same for both parts, I can't think it can be improved by changing the orientation. I am not certain that the measurements are the same at the same point on each part (I may verify that,) but still do not believe I can do much better.

Blue Ox · Sep 18, 2018

Probably not if it's in the carrier itself. Look at it this way, It's been working like that since it left the factory and it's never been a problem. If you weren't changing the gears it would have gone on like that forever.

Ronno6 · Sep 18, 2018

Blue Ox said:
Probably not if it's in the carrier itself. Look at it this way, It's been working like that since it left the factory and it's never been a problem. If you weren't changing the gears it would have gone on like that forever.

Nah...brand new Yukon posi carrier and Richmond Gearz..........

Blue Ox · Sep 18, 2018

Then I guess you're going with the .003" unless you want to send the carrier back.

Ronno6 · Sep 26, 2018

FINALLY....got the C10 back on the ground.
All seems to be well with the differential....no whining or growling.

I think I may have done it right................

How Tight Carrier

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