|Rex's 2017 Tacoma had an annoying leak from the front clamshell area after a 529/elocker install|
|(60 BIG pics loading)|
|May 5 2022|
| That's the basic jist of it....another shop installed 529 gears and an elocker in the front clam and Rex noticed a small gear oil puddle|
every couple of days. The clam was removed and brought to my humble shop.
The tube extension and clam support arms were removed first.
|The outer seal on the passenger-side tube extension flange was suspect but hard to say for sure.|
|There was gear oil spilling out but kind of expected it here. It will see a new factory seal.|
|The driver-side seal for the stub axle looks ok....a new factory seal will replace it.|
|The pinion seal does look perfect....don't think it was coming from here.|
|No sign of any oil.|
|This shows the bottom of the clam and the generic black silicon RTV makes me wonder if this is the leak.|
|Let's take out the inter-shaft...|
|2 heavy duty screwdrivers and a tap-tap in the middle will allow the axle clip to pop out.|
|A sloppy Ding mark....|
|A quick check of total bearing preload and it is very high...about 40 inch/pounds.|
|This clam made on August 30, 2017.|
|Seems like every clam I get with the elocker in it has no steel bushing welded over the hole for rubber grommet support.|
|This is the spot where I think the oil was seeping out...|
| Ohh ya....it's been mentioned before but there are 2 issues going on here.|
1---the hole was "over-drilled" with a .500" drill bit....should have been .463"
2---No steel sleeve has been MIG/TIG welded on for sealing support.
To me, it looks like gear oil was seeping out here.
| This is the spot where I will drill the .463" hole...left side of the rib is the Cow Pasture. 3" up and about 1 1/8" left of the rib.|
Right side of the rib is the Valley. That hole is drilled way too high up the valley. Too close to the crown teeth.
|The cow patty marks the desired spot :)|
| This is my humble "steel sleeve" that I have welded on many clams that get the elocker.|
It's just a lug nut and when the .463" drill bit passes thru it, almost all traces of the threads disappear.
|A quick check with the ohm meter shows about 4 ohms across the magnetic coil which is good.|
|Back to the teardown.....the lid has been removed.|
|Another simple tool for the clams....|
|Now the heavy center carrier can be easily pick up and moved out of the way.|
|That grommet is drilled very close to where the ring gear teeth are.|
| The rubber grommet basically came out with no resistance at all......it fell out.|
As can be seen, the wall thickness of the drilled hole is maybe 1/8"...
and the rubber grommet was really not sealing in the gear oil very well.
|Draining out as much of the oil as possible....|
| A check of pinion preload shows maybe 13 inch/pounds which is a good solid number.|
This means the carrier bearing preload is excessive with about 30 inch/pounds.
That will change shortly.
|I don't think the shop changed out the factory seal....still the genuine part number and recessed the usual .120"|
|The pinion flange looked almost brand new.|
|The factory NOK driverside seal is coming out...|
|Almost no damage :)|
| Kudos to the shop for clearancing the 3 ribs properly. |
This shown washer plate (.074") in the bowl was back to back with a .010" shim.
That shim resulted in excessive carrier bearing preload.
A washer plate (.078") was located from my collection that was only .004" thicker
and gave the proper CBPL with the right backlash.
|Paint was applied to a few teeth and re-assemble it.|
|Backlash and bearing preload were spot on.|
|A tool that allows for doing good, easy to read paint checks.|
|Apply a small resistance to the pinion flange and turn the ring gear via the upper side gear.|
| Drive side....beautiful....the shop nailed it right on.|
As shown in the pic above, this is the pattern for the quietest running gears.
It's not the left/right position that is the most important....
It's the up/down that is the most important parameter.
|Coast is ok.|
|The pattern on the pinion teeth look great.|
|This is showing the part where the washer plate was pressed out......|
|....and the new washer plate that is only .004" thicker.|
|The filled in hole and the hole in the cow pasture with the 'sleeve' MIG welded on.|
|Last checks on backlash and all is good.|
|Lid is removed and cleaned of oils.|
|The factory orange FIPG is applied.|
|....and the 10 bolts are final torqued to 37 ft/lb.|
|Generally best to stay away from the generic seals that are supplied in the after-market kits. Factory is best.|
|A snapshot of the notes.|