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Old 05-06-2009, 04:17 AM   #15
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It has been my observation that when a differential is filled to the bottom of the fill hole and the vehicle is on a level surface, the fluid level extends out in the axle tubes and the bearings contained therein are bathed in differential fluid. It's the only way it'll work and still have bearings at the end of the day.

The axle flange that mounts to the hub does not have an off the shelf gasket. The sealing material used is a silicone based sealant blue Permatex comes to mind at the present time. All that is accomplished is that a bead is applied and the axles are restored and torqued to their original specifications.
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Old 05-06-2009, 08:03 PM   #16
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Dana-Spicer Service Manual for S110 and S130 diffs thoroughly discuss on pages 43 & 44 the methods of filling the hub ends with oil. In fact with a dry fill, an additional 2.5 pints of oil may be required (total). They can be filled either by tilting (lifting the opposite wheel 5") and holding for at least one minute, and then doing the opposite side, assuming you start out with a full carrier housing. Some hubs will have fill plugs located at the top of the hub. There is not what you might call a circulation of oil between the carrier housing and the hubs.

As far as sealing the axle flange, Driver may be correct regarding the sealant. I was also mistaken regarding tapered dowels on the studs holding the flange, those are on larger units. Its been soooo long, sorry.
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Old 05-06-2009, 09:15 PM   #17
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Quote:
Originally Posted by "007" View Post
Mahlon must have lost it in translation. "007"
Oh now, let's be nice to Mr. Mahlon. He's absolutely correct such high-end taste as he must have. A half-shaft CAN have u-joints and a half-shaft can also NOT have u-joints all depends on the suspension type.

In a multi-link or 4-link or independent suspension drive systems (used on fancy sports cars and R/C cars/trucks) there are indeed 2 half-shafts with full universal joints (or CV joints) on each end (total of 4 joints) that transmit power from the differential to each wheel. Since each wheel is suspended independently the half shaft must move along with it. You can see these half-shafts in the modified Jag IRS pic below. The half-shafts have the black rubber bellows on them protecting the CV joints from dirt. Also notice the brakes (disks here) can be mounted inboard on the diff itself thus reducing unsprung weight - a critical handling/performance attribute.

In a full floating hypoid differential solid axle (like rear drive cars and our big bad HD rig chassis drive axles) there are also half-shafts but they are solid. They can be solid as there is no suspension travel between the wheel and the differential. These half-shafts also transmit power from the differential to the wheel.

A "propeller shaft" or drive shaft looks like a really long multi-link half-shaft and transmits power from the transmission to the differential and it too has U-joints or CV joints on it to account for chassis flex and in the case of a solid axle for the suspension travel of the axle. The prop/drive shaft via the differential drives the half-shafts - be they U-jointed or not! Of course, in an IRS vehicle the prop/drive shaft may not actually need U-joints because the differential does not move. So, a prop shaft can in some cases not even have u-joints. Your FWD car takes power straight from the transmission to the differential in a transaxle arrangement. Solid all the way w/ flippy floppy CV joints on the half-shafts for the suspension travel.

Hope this helps keep our common language common. It really is!!!!!!!!



Or here with the white coil-over strut suspension with the white bellows tie rod, and the black bellows half-shaft.


Or here in the R/C vehicle world...
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