Some interesting axle strength calculations

[OmniLuvr]

I like this better than the lengel solution

i would like to see the combo of both, lengel is taking care of the cv joint and shafts (also converting to srt4 diff and splines may be a big benefit), where warren is hopefully taking care of the trans/spline issues. hopefully we will see how both work out soon!

[Ondonti]

i would like to see the combo of both, lengel is taking care of the cv joint and shafts (also converting to srt4 diff and splines may be a big benefit), where warren is hopefully taking care of the trans/spline issues. hopefully we will see how both work out soon!

I still stick with decreasing shockloads. Removing the fuse is bad. Improving alignment or removing "slack" that enhances shockloads is a positive thing.
Seems like this played out at SDAC. Probably why I have never seen another platform go this backwards route. Even boys running carburetors had slipper clutches ages ago.

[c2xejk]

And yes I am going to use the support bearing/seal. I test fit it in the trans. and all is fine.

Do you have a link to the support bearing/seal?

[Warren Stramer]

Do you have a link to the support bearing/seal?

Here is where I ordered mine......http://fitzall.com/pins_stabilizers.php You will want part #: 32125LRB for a A413.

[Warren Stramer]

[QUOTE=Ondonti;1085731]
Seems like this played out at SDAC. QUOTE]

What happened or played out at SDAC?

[acannell]

[QUOTE=Warren Stramer;1085776]

Seems like this played out at SDAC. QUOTE]

What happened or played out at SDAC?

not sure what else but looks like this happened:

http://www.turbo-mopar.com/forums/sh...52#post1085752

do consuliers have welds in the middle of the shaft?

[Warren Stramer]

[QUOTE=acannell;1085783]

not sure what else but looks like this happened:

http://www.turbo-mopar.com/forums/sh...52#post1085752

do consuliers have welds in the middle of the shaft?

Strange...I once took a right side (long) shaft assembly from a Caravan and shortened it and re-welded it in my lathe. Made a lot of runs with it till it broke 2 inches beyond my weld, right before the outboard cv. My weld held up just fine.

[DOHCRT]

If I remember right, the original Super 60 setup used welded minivan CV shafts.

[Warren Stramer]

Here is where I ordered mine......http://fitzall.com/pins_stabilizers.php You will want part #: 32125LRB for a A413.

Discovered something tonite about the bearing/seal stabilizer. It does not fit in deep enough in the 95-up A413 left side seal housing. The seal housing depth in the 95-up Neon with the larger carrier brg. is .484, the earlier up-to 95 small brg housing measures .600 depth so the Fitzall stabilizer in the 95 and later sticks out .116, and causes the seal to interfear with the cv housing. I have not tried the right side or a manual trans.

[acannell]

Discovered something tonite about the bearing/seal stabilizer. It does not fit in deep enough in the 95-up A413 left side seal housing. The seal housing depth in the 95-up Neon with the larger carrier brg. is .484, the earlier up-to 95 small brg housing measures .600 depth so the Fitzall stabilizer in the 95 and later sticks out .116, and causes the seal to interfear with the cv housing. I have not tried the right side or a manual trans.

Hmm I wonder why the later one has shallower seal depth. Does it use the same seal?

Could it be machined deeper? I havent seen an A413 in a long time. Do the seal housings come off once you have the axles out? Or maybe could they be swapped for the early housings?

[Ondonti]

Discovered something tonite about the bearing/seal stabilizer. It does not fit in deep enough in the 95-up A413 left side seal housing. The seal housing depth in the 95-up Neon with the larger carrier brg. is .484, the earlier up-to 95 small brg housing measures .600 depth so the Fitzall stabilizer in the 95 and later sticks out .116, and causes the seal to interfear with the cv housing. I have not tried the right side or a manual trans.

Is this the same problem that I linked to based on the Fiero communities experiences with these stabilizers? Even if you prevent it from interfering you still have to polish the shaft because the seal will get torn up.

Seems like this played out at SDAC.

What happened or played out at SDAC?

I am still waiting to "officially" hear what happened.

[Warren Stramer]

Hmm I wonder why the later one has shallower seal depth. Does it use the same seal?

Could it be machined deeper? I havent seen an A413 in a long time. Do the seal housings come off once you have the axles out? Or maybe could they be swapped for the early housings?

In 1995 Chrysler increased the carrier bearing size which changed the seal/bearing housing. They both use the same seal though.

When I initially checked for fitment I measured it up in an older housing, not realizing the seal housing depth was different, until I pulled an axle in the race car(later larger version) and measured depth after I removed the seal. .116 less depth! not enough to seat the Fitzall all the way in. It would hit the oil slinger baffle.

When I get time I will dig out a diff. and see if the side gear or carrier brg. boss could be trimmed enough to allow the Fitzall to fit in deeper.

[acannell]

I have a disassembled A523 with the seal housings off if that would help with this

[Warren Stramer]

I have a disassembled A523 with the seal housings off if that would help with this

Sure, snap some pictures of the assembled carrier, out of the trans. left side. With bearing cone installed.

[acannell]

Sure, snap some pictures of the assembled carrier, out of the trans. left side. With bearing cone installed.

let me know if you need more pics than this, its rather filthy so I didnt take it out of the trans but I can no big deal

the caliper measured 0.615 oriented as shown

I should mention all I have left are the aluminum housings and the differential (no ring gear or pinion).

[acannell]

and here is the diff

[Warren Stramer]

Thanks for the pics. Looks like the Fitzall will work with the pictured seal housing. If you have .615 depth you will have .050 to spare as the Fitzall is .565 deep.
Looking at the diff. pic, it looks like I could machine off the overhang all the way back to the inner brg. race. Can you measure that stick-out from the inner race out to the end? I'm going to guess about .070??

[acannell]

Thanks for the pics. Looks like the Fitzall will work with the pictured seal housing. If you have .615 depth you will have .050 to spare as the Fitzall is .565 deep.
Looking at the diff. pic, it looks like I could machine off the overhang all the way back to the inner brg. race. Can you measure that stick-out from the inner race out to the end? I'm going to guess about .070??

Its only about 40 thou, it looks bigger in the pic and in person too but I measured it with calipers and a ruler and its definitely less than 50 thou.

How does the preload for these bearings get set? I dont see any shims on the inner race on the inboard side and the outer races dont seem to have any shims either under the races or on their respective housings??

[Warren Stramer]

Its only about 40 thou, it looks bigger in the pic and in person too but I measured it with calipers and a ruler and its definitely less than 50 thou.

How does the preload for these bearings get set? I dont see any shims on the inner race on the inboard side and the outer races dont seem to have any shims either under the races or on their respective housings??

Preload is set by shims behind the brg. cup in the seal housing. In your photo it looks like there is a shim. The ones I have here for the auto have a shim behind the brg. cup.

I think I can machine off that .040 from the carrier, and machine another .050 or so from the axle cv stub (seal surface). May try that when the time comes to refresh my trans.

[acannell]

Preload is set by shims behind the brg. cup in the seal housing. In your photo it looks like there is a shim. The ones I have here for the auto have a shim behind the brg. cup.

oh okay, for some bizarre reason I thought that was a retaining clip but that wouldnt make any sense..