It is with great sadness....
...that I tell you all of the demise of my rear axle. Sig picture '07 F-150 w/HD payload package 4.10 rear, took the pit today. After driving at highway speed for about 30 miles with no issues (not...
Forum Discussion
Hi Jeremiah....up Torsen/Gleason what I want in all of vehicles
The TruTrac by Eaton is similar from memory of how the Gleason works
Audi used the Gleason for it's Quattroand is in most of that groups AWD's as it's third member and read that the Hummer has one too
Do know from buddies who are over 3 decades younger and serious off roaders that
the TruTrac MUST have regular synthetic fluid changes...but they abuse their 4x4's
even more than I do...
This is why I call the half ton "HD" versions 'fake half tons'...more 3/4 ton
than not
Nothing wrong with a semi floater, but as you go up in ratings...the cost to make
a semi floater approaches the cost of a full floater...so why bother spending
the hundreds of millions to develop and sustain it...while from the corporate
parts bins there are way bigger full floaters
It is not just the ring gear dia, albeit very important, but the whole package
Not many here on a non-serious off roader forum, but live axles will bend where
the axle tubes are pressed/welded into the pumpkin. Why axle trusses are on many
serious off road 4x4's
They bend due to the stresses of compound low and high throttle settings in very
tough situations
As for Moss's diff...if the gear set let go...the key is if the carrier is
affected. Both it's bearings to the workings and a 'gosh darn' just have to
replace the carrier...therefore toss in a TruTrac or Gleason (both simile in
function...just diff OEM)
Limited Slip okay for mostly pavement, but I don't like LS if there is a choice
with a geared/locker carrier
While jaw'ing about this...lube is so important as a properly designed gear set
has it designed to never go metal to metal on the gear faces
There should be a film of lube and that is what transfers the power from pinion
to ring gear
Enough force to even deform the gear teeth faces.
Part of that design is that the faces move fast enough to not have time to
squeeze/wipe off the lube before they separate to have the next set go face to face
That is the main reason diff's get HOT...the lube being squeezed so hard.
Shock loads and/or over the rated load will have the gear teeth go metal to metal
and that is where the accelerated wear comes in
That is where the "EP" for diff lube comes from...'Extremem PRESSURE'
The TruTrac by Eaton is similar from memory of how the Gleason works
Audi used the Gleason for it's Quattroand is in most of that groups AWD's as it's third member and read that the Hummer has one too
Do know from buddies who are over 3 decades younger and serious off roaders that
the TruTrac MUST have regular synthetic fluid changes...but they abuse their 4x4's
even more than I do...
This is why I call the half ton "HD" versions 'fake half tons'...more 3/4 ton
than not
Nothing wrong with a semi floater, but as you go up in ratings...the cost to make
a semi floater approaches the cost of a full floater...so why bother spending
the hundreds of millions to develop and sustain it...while from the corporate
parts bins there are way bigger full floaters
It is not just the ring gear dia, albeit very important, but the whole package
Not many here on a non-serious off roader forum, but live axles will bend where
the axle tubes are pressed/welded into the pumpkin. Why axle trusses are on many
serious off road 4x4's
They bend due to the stresses of compound low and high throttle settings in very
tough situations
As for Moss's diff...if the gear set let go...the key is if the carrier is
affected. Both it's bearings to the workings and a 'gosh darn' just have to
replace the carrier...therefore toss in a TruTrac or Gleason (both simile in
function...just diff OEM)
Limited Slip okay for mostly pavement, but I don't like LS if there is a choice
with a geared/locker carrier
While jaw'ing about this...lube is so important as a properly designed gear set
has it designed to never go metal to metal on the gear faces
There should be a film of lube and that is what transfers the power from pinion
to ring gear
Enough force to even deform the gear teeth faces.
Part of that design is that the faces move fast enough to not have time to
squeeze/wipe off the lube before they separate to have the next set go face to face
That is the main reason diff's get HOT...the lube being squeezed so hard.
Shock loads and/or over the rated load will have the gear teeth go metal to metal
and that is where the accelerated wear comes in
That is where the "EP" for diff lube comes from...'Extremem PRESSURE'
