Kazuma LSD and 4.56 Nitro Gears for Tyson's 2003 Tundra |
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(38 BIG pics loading) |
May 11 2015 |
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Tyson is in North Carolina and his 03 Tundra is called upon to do some unusual duties.... like pulling a 24' gooseneck trailer with horses inside thru the wet, soggy and sometimes mucky grass. |
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Excellent traction is a must for this useage in this 1st gen 2WD Tundra with 4.7L 245 horsepower V8 with A340E auto tranny. In the differential is a limited slip but it's the weak factory version and very worn out. |
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As received from Tyson. I've seen these extra heavy duty totes at Home Depot and also at Lowe's. I think they were priced at about $15. |
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115 pounds. |
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The spare open Tundra 3rd, Kazuma LSD, Nitro 456 gears and the master install kit. JustDifferential 8.4" Nitro Gears JustDifferential 8.4" master kit |
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Manufactured by Eaton for TRD, this lsd is much better than the OEM version that Toyota sometimes puts in the Tundras. Here's some of the reasons why.... Kazuma LSD |
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Cabe Toyota has them for $299 Cabe Toyota |
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8.4" master install kit |
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4.56 30 spline Nitro Gears...very beefy thick pinion shaft. |
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Teardown starts by removing the cross-brace. |
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The 12 ring gear flange style bolts had some sort of oem high strength loctite on them so the electric impact got a work-out getting them off. |
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The ring gear was a very tight fit. |
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Red loctite and 92 ft/lb on the 12 bolts. |
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Carrier bearings tapped on very tight. |
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The "carrier" is now put aside and the pinion end begins. |
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New outer and inner bearings are waiting. But first... |
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...the old pinion and races have to be purged of the differential. |
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Old race comes out. |
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Use the same chisel and tap out the old inner race. The pinion sham is behind the race on these 8.4" 3rds. |
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The original .0795" washer plate is re-useable if one takes the time to remove the damaged material. |
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Notches were ground out such that I can tap the race out in the future to change pinion depth with no damage. |
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I'll add .005 to the oem .0795" plate. I know the Nitros need a little more than the oem value to dial in the best pattern. |
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The 30 spline OEM flange is an amazingly tight fit over the pinion splines so I like to use the press to ease the flange down 95% of the way. Then tighten the pinion nut with the electric impact until about 20 in/lb of drag is felt. |
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The Kazuma is loaded in place...start with the oem washer plates and see if the backlash is close enough for a paint check. I observed that it was not. Was only measuring .001" backlash. |
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By adding .008" to one side and taking the same amount off the other side, the backlash increased by about another .006" giving us the green light for a paint check. |
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close but could be deeper. |
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Right in the center but too soft....could be deeper. |
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Teardown time. Take the .005" shim out and replace it with a .008" shim. |
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Now is a good time to check how snug the lip of the pinion seal fits. Nice. Not shown but a solid collar was also installed. |
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With the thicker pinion shim installed and the solid collar, now it's time to tighten the pinion nut til about 9 or 10 in/lb of drag is measured. |
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I was able to tweak it in to a nice 10 in/lb. |
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Ding the nut and done. |
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I added another .005" on this side shown and .003" on the other to increase the backlash and also the pre-loading. |
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Backlash was measured on every other tooth. The minimum was noted to be .0065" |
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Combined preload was 19 in/lb. Pinion preload was previously measured at 10 so that means the carrier bearing preload is 19 - 10 = 9 in/lb |
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Last paint check and the drive side looks to be my preferred slight deep depth. Well centered too. |
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Coast..proper root contact and slightly favoring the heel. |
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A double-check...The FSM says 83 ft/lb and I like the sound of that number too :) |
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