Harold's 2018 Tacoma TRD 8.75" rear 3rd gets Nitro 529 gears |
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(82 BIG pics loading) |
June 30 2019 |
Harold's actual 2018 Taco TRD as shot right at the Camelback dealership. |
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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. |
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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. |
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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. |
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Outer bearing in beautiful shape. |
The big inner bearing is excellent. |
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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. |
COAST......shallow. |
Comet tail.....hugging the root too much so that says shallow for the ring gear. |
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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. |
COAST....looks wonderful. |
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. |
Date coded...... |
A snapshot of the assembly notes. |