Cadillacin perä

Ketju osiossa 'Vaihteisto ja voimansiirto', aloittaja tlento, 29.3.2006.

  1. tlento

    tlento 1st gear

    Onkos kukkaan koskaan ikinä purkanut cadillacin perää? Kyseessä on vm 1960 SDV. Tasauspyörästöä ei tahdo saada millään irti rungosta! Ne jotka ovat tälläisen purkaneet, tietävät varmasti mitä tarkoitan, eli siinä on sellaiset holkit jotka pitäisi saada vedettyä pois. Samaiset holkit toimivat poskilaakereiden sisäkehän "kannatimena" sekä holkkien sisäpinnalla on vetoakseleiden liukulaakeripinta (ilmeisesti?). Toivottavasti jollain on kokemusta asiasta!
  2. Mudracer

    Mudracer Gearhead

    Käännä tosta ite palvelu ei kuulu hintaan :rotfl:


    the bolts which hold the backing plate and dust shield to the axle tube flange. These bolts can be reached with an end or box wrench back of the axle shaft flange.
    Attach an inertia type puller to the axle shaft flange and jolt both axle shafts out of the housing, being care¬ful not to damage the inner oil seal as the axle is removed.
    From under the car split the rear universal joint. Note: On some limou¬sine and 7 passenger models a jack shaft is used. On these models discon¬nect the jack shaft flange at the frame to release the rear universal joint.
    Remove the bolts which hold the differential carrier assembly to the axle housing and remove the carrier assembly to the bench.

    Disassembly of Carrier See Fig. 15.
    Secure the carrier in a vise with the ring gear side up. (On Buick Series 70, 1956, remove the oil pump from the right pedestal.)
    Remove the pedestal pinch bolts and drive a thin wedge into the pedestal slot to spread the pedestal slightly. Caution: Do not spread the pedestal too much. The bearing support sleeve tends to be tight in the bearing, not the pedestal. Therefore, just a slight spread to relieve the pressure is suf¬ficient. If the wedge is forced in too tightly the carrier can be strained be¬yond recovery and rendered useless.
    A special inertia type (sliding weight) puller is used to jolt the bear¬ing support sleeves out of the side bearings and pedestal.
    With the bearing support sleeves out of the assembly a special carrier spreader or suitable substitute is used to spread the pedestals apart and re¬lieve the preload pressure from the side bearings. Caution: Spread the pedestal just enough to get the dif¬ferential out of the carrier. Spreading too much could easily make the car¬rier unfit for use.
    Mike the shims found at the side bearings and make a note of their thickness.
    Remove the nut from the front of the pinion shaft. Some Buicks are staked. (On Cadillac remove the U joint flange and spacer washer.)
    Using a soft (lead or brass) ham¬mer, tap the pinion out the rear of the carrier. The rear bearing cone and rolls will come out with the pinion. The spacer (long crumple type on Cadillac—thick washer type on Buick) might come out with the pinion, but if it doesn't,. fish it out of the housing after the pinion is removed.

    Pull the oil seal out of the front of the case and lift out the front bearing cone and rolls.
    The case will now contain the front and rear bearing outer races. The front race can be pulled or driven out the front of the case and the rear race out the rear of the case.
    Using a hooked type bearing race puller, remove the rear bearing cone and rolls from the pinion, being care¬ful not to damage the shim which will be found back of this bearing. This shim controls pinion depth.

    Pinion Shim Selection
    Since the Cadillac Division does not recommend servicing the rear axle differential assembly or ring gear and pinion, the only possible selection on Cadillac is to use a shim having the same thickness as the one found on the pinion, at least for a starting point.
    Buick pinions are marked with a + (plus) or — (minus) followed by a number. This marking is intended for use with pinion setting gauge #J-5647 upon which is attached dial indica¬tor #KMO-30-B and adapters (2) #J-5647-17. Instructions explaining the somewhat involved procedure re¬quired to use this gauging device are packed with the gauge. Unless this special gauging equipment is avail-able, the code number has no practi¬cal use.
    On the above captioned Buick mod¬els pinions having the same code marking do not necessarily use the same thickness shim.
    Where special gauging equipment
    Fig. 15—Cross Section View of the 1956
    Buick Rear Axle

    is not available, the pinion depth (proper shim seleotion) can be deter-mined by trial and error using gear mesh markings as a standard. See "Pinion Mesh Markings," Section 25.
    Assembly of Pinion
    As a starting point, use a shim hav¬ing the same thickness as the old shim. Install the shim on the pinion and then press the bearing cone and rolls onto the shaft, seating solidly against the shim.
    Install bearing races into the hous¬ing if they were removed.
    Place the pinion into the housing and install the front bearing. Do not install the spacer at this time since this is a test run only. (On Cadillac install the U joint yoke and washer.) Start the pinion shaft nut onto the pinion and run it up until the bear¬ings are preloaded to about 5 in. lbs. That is, tighten the pinion nut until about 5 in. lbs. torque is required to turn the pinion. This is not the final preload but is sufficient to establish gear tooth contact markings.
    If the differential side bearing races were removed, reinstall them, seating each firmly in the case.
    Attach the pedestal spreading de-vice to the carrier and spread the pedestals just barely enough to slide the differential and its bearings into the carrier, using the same thickness of shims which were found. at each side when the case was disassembled.
    Drive a wedge into the pedestal slot to open it just barely enough to ten¬tatively install the bearing sleeves,, seating each firmly in its bearing. Re-move the spreading fixture and before removing the wedges from the pedes¬tal again firmly seat the mounting sleeves.
    Note : On Buick, the tapered end of the mounting sleeve goes into the bearing.
    Remove the wedges and paint the ring gear teeth with red or white lead and, while "braking" the ring gear with a piece of wood, have a helper turn the pinion shaft in a clockwise direction (forward) and note the mesh markings made on the white lead. See "Pinion Mesh Markings," Section 25.
    If different thickness shims (as in¬dicated by the mesh markings) are required, the carrier will have to be completely disassembled, the shim changed, reassembled and another gear mesh marking noted until de¬sirable markings are obtained.
    When final shims have been se¬lected, remove the pinion nut (the U joint flange on Cadillac) and the front bearing cone.
  3. tlento

    tlento 1st gear

    Lähtihän ne irti... Sit vielä kun löytäis osia jostain! :rotfl:

Kerro tästä muillekin!