1985 AMC Eagle wagon build

[The Dark Side of Will]

I know welders who could do that... I'll have to look at the options when I get that far.

[The Dark Side of Will]

I checked the ring gear on one of the Eatons. I tapped it into place with a rubber hammer and then tapped it off the same way. It's a "light drive fit" but not a press.

[The Dark Side of Will]

I had the Eureka(!) moment on this problem this past week... 4.500" Speedi-Sleeve!

CarQuest lists one for a nominal 4.500 shaft and one for a 4.437 shaft. The one for the 4.500 shaft is probably too large, but I may be able to stretch the one for the 4.437 shaft... I also need to call Timken and SKF (Redi-Sleeve and Speedi-Sleeve, respectively) to see what they'd recommend.

A Speedi-Sleeve has a lip at the end and presses in place, so there should not be a concern about it backing out into the ring & pinion mesh as there might be with simple shim stock.

[pmbrunelle]

I had the Eureka(!) moment on this problem this past week... 4.500" Speedi-Sleeve!

Were you on the can again?

[The Dark Side of Will]

I had the Eureka(!) moment on this problem this past week... 4.500" Speedi-Sleeve!

Were you on the can again?

Every day!
However, for this particular occasion, I was just walking through the machine shop at work and my subconscious handed up a package labeled "solution as requested".

[The Dark Side of Will]

CarQuest wasn't able to get the 4.437 sleeve, but I looked at a 4.500. It's too big, as I suspected. It dropped almost all the way into place over the diff with little effort... only would have gone 0.100 to 0.150 to fully seat. The edge of the hat would interfere with the bolt circle, so that will have to be adjusted somehow... maybe it can be carefully trimmed in a lathe once installed.

Per SKF & Timken's tech info, the wall thickness is 0.011". So if I have the 4.500 journal turned down to 4.478, then install the 4.437 unit, the result should be a 4.500 journal. 4.478 / 4.437 = 1.009, so the difference is just under 1% and the sleeves aren't a super tight fit on their design journal size. I think it can work, I just need to find the 4.437 sleeve.

[pmbrunelle]

What kind of runout spec would there be on a ring gear?

That sort of defines the necessary quality of the solution here.

[The Dark Side of Will]

Yeah, going to have to be very careful with TIR when setting up the diff to turn down the locating journal.

[The Dark Side of Will]

I need to get this diff back together in order to sell this powertrain.

I think the "right answer" is to go ahead and use the 3.73+ eLocker with the thin ring gear spacer and no mods to the pilot journal... and just take the additional loss when selling the 3.54- unit that I modified. Using a speedy sleeve to locate a ring gear was always kind of a cockamamie scheme. Oh well.

Get the diff back together an assembled and it'll free up bench space for the transmission for my dad's LT1 Eagle.

[The Dark Side of Will]

I stumbled across this purely by accident recently:

https://www.justdifferentials.com/Dana- ... d47067.htm

It's a 4340 output flange for the Dana 35 used in '97-'99 Dodge Dakotas. It has 27 splines, like the Eagle Dana 30 IFS.





I don't know if it will work in an Eagle diff or not, but might be an option.

//

Not that I'm going to do that... just that someone could try that if they popped a stock output flange

[Shaun41178(2)]

This thread is 10 years old. Is it driving yet?

[The Dark Side of Will]

This thread is 10 years old. Is it driving yet?

If I were to do this, I would END the Eagle project. The Eagle is just too much of a PITA, the WK would be better off road anyway, has a much larger aftermarket and would be a lot easier to live with on a daily basis as well. Also, I can't do shit with the Eagle until my dad gets his V8 Eagle project out of the way, and god the fuck only knows when that might happen.

Besides... I haven't had my own garage since I got back from Afghanistan. My dad won't get off his ass to do the work necessary to get HIS Eagle project running and out of the garage.