This is a write up that Rockjock82 posted for me a while back but I wanted to repost with some additional information now that I am contributing to the website.
This information is for why and how to modify the passenger side axleshaft to prevent a potentially painful situation. The purpose of this modification is to allow the passenger side axleshaft to be removed if the axleshaft splines develop a twist from excessive torque. The locker collar can’t slide along the splines of the shaft if there is a twist, therefore the locker collar and carrier can become mechanically bound and it is nearly impossible to remove the axleshaft without cutting the axle housing open and cutting the axleshaft. The drawing shows which splined sections to eliminate. Here is what is happening with each section.
Section A- This section engages the carrier, the 1.34” dimension is conservative and the actual spline engagement can be seen by viewing the wear pattern on the splines of the axleshaft, which is about 1.25”
Section B- This section never sees any action whether the differential is locked or unlocked. It is the area we will use to help remove the axleshaft if a twist develops. The locker collar is a hair under the 1.15” in length, therefore the shaft can be pulled out about 1.25” then section B will be inside the locker collar. Since the splines of section B have been removed the axleshaft can be rotated until the splines from section A line up with the locker collar splines and then the axleshaft can be fully removed.
Section C- This splined section engages the locker collar when the differential is locked or unlocked. When locked there is full spline engagement. When unlocked the locker collar slides right and a little off section C so there is about 2/3 of spline engagement. This is fine because the locker collar is transmitting zero torque when in the unlocked state.
I did a lot of measuring with calipers and micrometers with the carrier and axleshaft removed and on my bench. I then did some checks with everything partially installed so I feel the dimensions are accurate. The material is of course heat treated and very hard. So hard that my carbide cutters on my lathe weren’t happy. Ideally I need a tool post grinder for my lathe to grind this properly but those cost money I don’t have. I found that by turning the shaft at about 60rpm and using an angle grinder I was able to get a fairly good ground surface and it was surprisingly easy to control the dimensions with in about .005” on the diameter and .010” in length. I took my time and let it air cool quite often so it never got really hot as I didn’t want to effect the heat treated state the material was already in.
If you live in Flagstaff or are passing thru then stop by and I can take care of yours. I would even be willing to modify shafts for those that want to ship theirs to me. Assuming you pay for shipping both ways.
Enjoy the photos and the drawing.
Axleshaft_dimensions.pdf
This information is for why and how to modify the passenger side axleshaft to prevent a potentially painful situation. The purpose of this modification is to allow the passenger side axleshaft to be removed if the axleshaft splines develop a twist from excessive torque. The locker collar can’t slide along the splines of the shaft if there is a twist, therefore the locker collar and carrier can become mechanically bound and it is nearly impossible to remove the axleshaft without cutting the axle housing open and cutting the axleshaft. The drawing shows which splined sections to eliminate. Here is what is happening with each section.
Section A- This section engages the carrier, the 1.34” dimension is conservative and the actual spline engagement can be seen by viewing the wear pattern on the splines of the axleshaft, which is about 1.25”
Section B- This section never sees any action whether the differential is locked or unlocked. It is the area we will use to help remove the axleshaft if a twist develops. The locker collar is a hair under the 1.15” in length, therefore the shaft can be pulled out about 1.25” then section B will be inside the locker collar. Since the splines of section B have been removed the axleshaft can be rotated until the splines from section A line up with the locker collar splines and then the axleshaft can be fully removed.
Section C- This splined section engages the locker collar when the differential is locked or unlocked. When locked there is full spline engagement. When unlocked the locker collar slides right and a little off section C so there is about 2/3 of spline engagement. This is fine because the locker collar is transmitting zero torque when in the unlocked state.
I did a lot of measuring with calipers and micrometers with the carrier and axleshaft removed and on my bench. I then did some checks with everything partially installed so I feel the dimensions are accurate. The material is of course heat treated and very hard. So hard that my carbide cutters on my lathe weren’t happy. Ideally I need a tool post grinder for my lathe to grind this properly but those cost money I don’t have. I found that by turning the shaft at about 60rpm and using an angle grinder I was able to get a fairly good ground surface and it was surprisingly easy to control the dimensions with in about .005” on the diameter and .010” in length. I took my time and let it air cool quite often so it never got really hot as I didn’t want to effect the heat treated state the material was already in.
If you live in Flagstaff or are passing thru then stop by and I can take care of yours. I would even be willing to modify shafts for those that want to ship theirs to me. Assuming you pay for shipping both ways.
Enjoy the photos and the drawing.
Axleshaft_dimensions.pdf
