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Differentials
A differential is a mechanical device that transfers torque from one shaft to two other shafts. These devices are frequently used in the automotive industry and come in a variety of forms depending on the application.
1,107 Questions
How do you find the ratio of 800 and 640?
you would want to find a common denominator -- in this case 160 is the largest common denominator
800/160=5
640/160=4
therefore the ratio would be 5:4 (said "5 to 4")
Place a 10 amp fuse in the FWD fuse spot. This puts the car in FWD mode for towing purposes . Try moving the car. If the jerking goes away its probably due to the rwd or awd clutch pack at the rear of the transmission. Dont drive the car fast at this point , this is just for test purposes. Let me know what happens.
Pinion is necessary to get to and replace the pinion crush sleeve that controls the pinion pre-load. It is also stated that a complete teardown of the differential is necessary as well.
How do you know if you have a Locking Rear Differential?
Floor it. If both tires burn rubber or turf grass you have locking rear. Lift both rear tires off the ground with your transmission in neutral turn one wheel in a forward direction, if the other goes in the same direction you have a locking differential, if it turns in the opposite direction you don't.
How can you identify your rear differential by looking at the VIN?
Generally only the dealer's computer system can pull that kind of info out of the VIN.
How do you check differential fluid in a 1998 Honda CR-V?
There are two plugs in the side of the differential, one atop the other. Open the top plug, if fluid runs out the level is okay. If not, slip your little finger inside. The level of fluid should be exactly level with the plug opening. Honda recommends this fluid be drained and changed evey 6 years or 90K miles.
What is front differential fluid capacity 2004 Chevy Suburban?
What is the fluid capacity front differential 2004
How do you replace rear differential pinion bearing?
trying to replace rear pinion bearings 1993 ford aerostar, 7.5 rear differential...slinger washer on drive shaft side is stuck, cant get pinion shaft out, all differential parts have been removed...any suggestions?
1984 delta 88 rear-end gear ratio?
There are four ways to find a ratio.
1 A dealer can normally tell from the vin number.
2 There are normally tags or labels on the axle that have part number, gear ratio, and fluid requirement
info.
3 You can count how many times you have to turn the driveshaft to get one complete turn of the tires.
4 You can divide the number of teeth on the ring gear and divide by number of teeth on the pinion.
How can you tell if rear end gear have lost teeth?
You will need to remove the plate that's on the back of the rear end housing and look inside at the gears to know for sure.
Can you use 75W90 GL5 to top off 80W90 GL5 in a 2001 jeep grand cherokee rear axle?
Yes. Jeep does recommend 75w140 synthetic if used for towing.
2000 silverado universal joint keeps going out is this a rear differential problem?
No, The joint is just not being put in correct. Go buy a good u-joint SORRY
Where do you put in the rear differential fluid?
The rear differential fluid goes directly into the rear differential. There is normally an inset plug that has a square drive on it that accepts a 3/8" ratchet or ratchet extension. Remove this plug. If fluid comes out, you do not need to add any. If no fluid comes out, add enough of the fluid recommended by your vehicle manufacturer (normally 80/90 gear lube, but not always) where you took out the plug, until it starts to seep out the plug hole. Replace the plug and you're finished.
How much horsepower can a 3.46 differential rear end take before it breaks?
That all depends on the size of the rearend itself, the 3.46 gear has nothing to do with it.
How do you tell posi rear end?
You have to jack up the rear wheels and spin one of them and look to see if the opposite rear wheel spins and if so it would spin in the same direction. A open diff. will have the opposite tire spin in the other direction and a limited slip will some times leave the other wheel standing still and slowly start turning in the same direction after a certain amount of revolutions are made by the wheel you are spining by had to check as these work off of clutch plates and need friction to engauge them.
Check transmission fluid level Perhaps needs transmission rebuild
How do you figure gear ratios?
There are four ways to find a ratio.
1 A dealer can normally tell from the vin number.
2 There are normally tags or labels on the axle that have part number, gear ratio, and fluid requirement
info.
3 You can count how many times you have to turn the driveshaft to get one complete turn of the tires.
4 You can divide the number of teeth on the ring gear and divide by number of teeth on the pinion.
What is the factory gear ratio on a 1979 Chevrolet c-10 4wd truck?
There are four ways to find a ratio.
1 A dealer can normally tell from the vin number.
2 There are normally tags or labels on the axle that have part number, gear ratio, and fluid requirement
info.
3 You can count how many times you have to turn the driveshaft to get one complete turn of the tires.
4 You can divide the number of teeth on the ring gear and divide by number of teeth on the pinion.
What is the rear axle ratio of a 92 Chevy silverado 2x4?
depends on the options chosen at purchase, call g.m with axle number
How do you know if a GMC Safari has a Locking Rear Axle?
Several ways: 1) put one rear tire on a jackstand and see if the vehicle will drive off the stand - if so it's locking/limited slip. If not - open. 2) Lift the entire rear end up and w/the tranny in neutral spin one tire by hand. If the other spins the same direction it's a locking diff - if it spins the opposite direction - open diff. 3) Put one rear tire on grass and the other on pavement and floor it. If the one in the grass does all the spinning and you barely move - open. If you put rubber on the pavement - locking. 4) VIN Code will tell you.
More comments: The locking rear axle on the later model Safari/Astro is a "fly weight" locker that works like an open axle until it senses too much speed difference between the two rear wheels. When that happens, there is a fly weight that is thrown outward to lock the rear axles. So, Item #2 above, won't work on this axle if you turn a wheel by hand since you can't get enough speed difference (unless you are Superman). Items #1&3 will work OK, just be careful. Regarding Item #4, the VIN won't tell you about the axle. The easiest way to determine if van has a locker is to look on the RPO code placard on the edge of the passenger front door. If it has "G80" listed, then the van has a locking differential. If no G80 listed, then it is an open axle. By the way, if it has "GU6" listed, the van has a 3.42:1 axle ratio. If it has "GT4" listed, the van has a 3.73:1 axle ratio.
Jack up the rear of the van. Place the gear selector in neutral. Rotate the rear tire by hand. If the opposite tire revolves in the same direction then it is posi. If the opposite tire revolves in the opposite direction then it is not posi.
I had a similar problem with my Ford F350 automatic transmission between 2nd & 3rd gears. The dealer said I needed a new transmission, which would've been covered by the warranty, but since I only had about 18,000 miles I thought that seemed unlikely.
A mechanic friend disconnected the battery for 10 minutes to reboot the truck's computer, and I never had a problem again. It's free to try this out and of course, can't hurt. Take care reconnecting the battery correctly, and note it's important to take the full 10 minutes to let it completely power down.
Might be a longshot but worth a try.
What is the gear ratio in a 1977 Toyota truck?
There are four ways to find a ratio.
1 A dealer can normally tell from the vin number.
2 There are normally tags or labels on the axle that have part number, gear ratio, and fluid requirement
info.
3 You can count how many times you have to turn the driveshaft to get one complete turn of the tires.
4 You can divide the number of teeth on the ring gear and divide by number of teeth on the pinion.
How does an automatic transmission system in automobiles work?
What is an automatic transmission? What does it do, and why do we need it? First, a little history. The earliest automobiles offered only manual transmissions. Similar in principle to today's stick-shift vehicles, these cars, such as the Ford Model T, sported two forward gears and one reverse, coupled to the engine via a series of pedals. But as cars grew larger and traffic got worse, engineers began searching for a way to have the car "automatically" shift from one gear to another. Designers spent decades perfecting the modern automatic transmission. Although groundwork had been laid in the early 1900s by German manufacturers of marine engines, the first appearance of an automatic transmission in a car did not occur until 1938, when GM invented "Hydra-matic Drive." The first production automobile to offer this transmission was an Oldsmobile, which rolled off the line in 1940. This was followed in close succession by Chrysler (their spies must have been working overtime), which in 1941 introduced three separate models with "Vacamatic" (they changed the name to "Fluid Drive" in 1942). By 1948, most major American automakers offered passenger cars with optional fully automatic transmissions as an option. The technology came along at a propitious time in American history. The United States, rife with victory from World War II and building up steam for the post-war boom, produced scads of babies and cars (not necessarily in that order). Into those cars they dropped thousands of automatic transmissions. It could be fairly argued that the automatic transmission, with its simplicity and ease of use, offered up the automobile to the masses, fulfilling the promise of President Herbert Hoover, whom a generation earlier had promised "a car in every garage and a chicken in every pot." At the very least it widened the vistas of an increasingly mobile workforce, fed the flow of migration to the suburbs, and welcomed women back into the economy following the war effort. The automatic transmission did this by offering a "no-muss, no-fuss" form of shifting. No more missed shift gates. No engine lugging or racing. No torn-stocking, high-heel clutch-pedaling dramas. None of that. Just press the gas and go. Okay, enough with history. Let's take a look inside an automatic transmission. The Torque Converter The key to the modern automatic transmission is the torque converter. It takes the place of a clutch in a manual transmission. A direct descendant of an earlier component called a fluid coupling, the torque converter offers the advantage of multiplying the turning power provided by the engine. It is connected to the motor by means of a metal rod known as the transmission shaft (sometimes called the input shaft), which fits next to but does not touch the engine crankshaft. Repeat: there is no direct connection between the engine and the transmission. Instead, the engine turns the transmission by means of a process called hydraulic coupling. Think of two electric fans in a room. Line them up a few feet apart, one in front of the other, both facing the same direction. Now turn on the rear fan. What happens? If you've turned the fan up high enough, and if the fans are close enough together, the front fan will begin to turn as well. In this same manner does the engine crankshaft influence the transmission shaft, causing it to rotate. The identical process occurs in a torque converter, except that transmission fluid takes the place of air. But there's more. Inside the torque converter are several components that help multiply the power. These are the impeller (or pump), the turbine, and the stator (or guide wheel). A torque converter is like a giant doughnut. The impeller and the turbine (the two fans in the analogy above) face one another inside the round metal casing. The impeller is on the engine side, the turbine on the tranny side. Both of these components have blades that catch the transmission fluid and cause them to spin. Picture two halves of a chambered nautilus, and this will perhaps give you a better image. As one fan begins to spin, the other will spin as well. Through centrifugal force, the fluid moves to the outside of the blades, where it is redirected by a third fan, called a stator, back to the turbine side. This continual flow of fluid is what causes the power to be multiplied. The Lockup Torque Converter Because the only connection between two sides of a torque converter is a fluid connection, there is always a little slippage, running from about 2-8%. To increase efficiency and gas mileage, most modern automatic transmissions also have something called a lockup clutch (aka, torque converter clutch). It works like this. As the speed of the car nears 40 miles per hour, the highly pressurized transmission fluid is channeled through the transmission shaft and activates a clutch piston. This metal pin locks the turbine to the impeller, in effect bypassing the torque converter. It remains this way until the vehicle slows below 40 mph, at which point the clutch piston disengages and the torque converter kicks in again. Simple, right? Planetary Gearsets No, we're not talking Mars and Venus here. These are different-sized gears, just like the ones on the back of your mountain bike. They're called planetary because they're circular and revolve around a central gear known as a sun gear. If it sounds like our solar system, you're right -- it's designed on the same model. A planetary gearset system has three major elements:
