|Harold's 2018 Tacoma TRD 8.75" rear 3rd gets Nitro 529 gears|
|(82 BIG pics loading)|
|June 30 2019|
|Harold's actual 2018 Taco TRD as shot right at the Camelback dealership.|
| Color: Inferno Orange.|
3.5L 24 valve DOHC, 6 speed automatic transmission.
Overdrive is a fantastic .58
Has 33" tires as shown right now but will soon see 35"
| Harold's 8.75 rear e-locker 3rd is on the bench with the stock 3.91 gears.|
Nitro 529 gears and a genuine pinion seal shown....but no bearings.
On a 2018 or 2019 Tacoma, it can be argued that the bearings are already still like brand new.
|Nitro 529 gears and a genuine Toyota pinion seal. The pinion shaft is massive.|
| The only other thing that might also be replaced is the blue connector (elocker connector). |
I keep a few always in stock.
| Go to the dealer and the black connector on the left will run $100......|
The blue one is about 35.
| That connector really is blue. I suspect this is the original gear oil from 17,000 miles ago. |
Harold will be using Valvoline Full Synthetic 75W-90.
Synthetics can be left in much longer, they will lubricate better, they will run cooler,
and they will not leave blackish coatings on the internals.
|This is the new connector that I suspect I will be using.|
| Sure enough, could not get this plug out without breaking the delicate tab off the other half.|
It's in there so tight that , even though this is a 2018 model, the connector was being stubborn
and the other half had to be destroyed.
And that's exactly why I keep a few "blues" on hand.
|Even with the tab broken off, the plug would not pull out so "operation destroy" proved to be very effective.|
|The new blue connector shown plugged in 60% of the way.|
|With the minimal $35 cost, it's just not worth the fight to save the old connector.|
| No destruction is needed for removal of this one. |
The differential case should be removed first then the black connector can easily be removed.
|But first, a quick check of the total preloads.....looks like about 10 inch/pounds.|
| Differential case in the process of being removed.|
The 2 bearings caps are removed first.
| The washer plates were almost loose enough to remove by finger power.|
When I'm done with it later, it will be much tighter.
|ding ding ding and out it comes.|
|Carrier bearings in nice shape.....as they should be with a low 17k miles on them.|
|Other side in fine shape too.|
|Now, let's get this thing out of the way.|
|Remove the 6mm bolt with a 10mm wrench.....|
|Out it comes.|
|Getting the pinion out.....the cordless impact wrench has plenty of torque for this.|
|Pushing the pinion out.....probably less than 1 ton of actual push is needed.|
|Pre-cleaned the flange....and you can see that it's almost like new with the tiniest of grooves.|
|OEM is hard to beat.|
|Outer bearing in beautiful shape.|
|The big inner bearing is excellent.|
|Now to remove the 12 ring gear bolts.|
| With a fresh battery, the cordless took all 12 bolts off. |
The factory used a good red loctite on the threads.
|High speed bench wire wheel cleaned the debri off the bolts just fine. Starter fluid removed all the oils.|
|"old" 3.91 ring knocked out.|
|Nitro 529 ring ready to go on.|
|The Nitro ring tapped on very snug.|
|92 ft/lb with red Loctite.|
|The big pinion bearing was swapped over to the Nitro 529 pinion.|
|Pinion is mounted in diff carrier and only tightened enough to offer some pinion preload......|
|.....roughly about 9 inch/pounds worth.|
|Differential case is re-installed with the factory washer plates. Backlash was measuring close to zero.|
|Did some mental math and changed out the washer plates.|
|Perfecto......now was measuring .0055" at the tightest places.|
|1st paint test....DRIVESIDE.....looks shallow.|
|Comet tail.....hugging the root too much so that says shallow for the ring gear.|
|Now to push the pinion out again to add some more shim to the pinion.|
|Inner big race. Marked it so I can keep the orientation in the exact same spot.|
|The pinion shim is located behind the inner race.|
|The factory shim thickness measured at .0765" roughly.|
|Removing the inner pinion bearing with the 12 ton Harborfreight press.|
|Going to relocate the shim to the pinion head. There are certain advantages to doing that.|
|.083" is .0065" thicker than the factory .0765" shim.|
|Skipped a few steps...pressed bearing on pinion and tightened pinion nut enough to offer some preload.|
|DRIVE....Much better. Looks "slight deep" which is my favorite condition.|
|The comet tail no longer deep in the root....almost out to center.|
|The tail says to leave it alone.|
|The factory crush sleeve has thicker sidewalls then the aftermarket ones. It's a bit more stout.|
| Because we no longer have a thick .0765" shim behind the race means that the old crush sleeve is now too long. |
Too long by about .076" so I shaved off .050" and still have plenty of sleeve to crush.
|I have noticed that the factory sleeves fit the pinion shaft "better" and do not wobble around nearly as much.|
|Testing the fit of the new oem seal. We already know it fits great but this is habit.|
|Lining it up.|
|Tapping it down smoothly and evenly.|
|Apply gear oil to all the contact areas of the flange.|
| Not shown but there is anti-seize on the pinion threads and the bottom of the nut.|
It makes crushing the thick sleeve possible with this cordless impact.
| Even with new gear oil splashed liberally on the bearings there was still a little stickiness in the readings |
but seemed to be around 7 or 8 inch/pounds.
|DING!! and this end is done.|
|Nice and smooth.|
|Good time to put the lock sensor in now.|
|A dab of petroleum jelly lubes up the o-ring.|
|Then the differential case is loaded......then the carrier bearing washer plates.|
| A little thicker washer plate on this side adds a little extra backlash and preload. |
Fortunately, these are high quality washer plates and can take some good hits.
The 2 bearing caps are mounted and torqued to 84+ ft/lb on the 4 bolts.
|Kinda going back and forth but now is a good time to apply medium strength Loctite and 6 ft/lb to both connectors.|
|The black plug pushed right in all the way and heard the retaining tab lock it in place.|
|Backlash checked and recorded on every other tooth.|
|A snapshot of the assembly notes.|