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The hub locks on F-150, F-250, F-350 and Bronco 4x4 vehicles either automatically or manually actuate the front driving axle. When actuated, the hub lock body locks the hub and wheel and tire assembly to the half shaft. When released, the axle shaft is disengaged from the front disc brake hub and rotor and the wheel rotates freely on the front wheel spindle.
The limited slip Dana Traction-Lok® Model 44 IFS has a power flow identical to a conventional rear axle (4001), plus a more direct power flow which automatically takes effect as driving conditions demand. This more direct power flow is from the differential case (4204) to each axle shaft (4234) through differential clutch packs.
The limited slip differential (4026) is similar to a conventional differential, except part of the torque from the ring gear is transmitted through differential clutch packs between the differential side gears (4236) and differential case. The differential clutch packs are engaged by a preload from dished springs and separating forces from the differential side gears. This occurs as torque is applied through the ring gear.
A conventional differential transmits all of the ring rear torque through the differential side gears to the axle shafts. Torque is at all times equal on the axle shafts and if one wheel slips, the other wheel can only put out as much torque as the slipping wheel.
The limited slip differential has the same power flow as a conventional differential plus a more direct flow which automatically takes effect as driving conditions demand. This more direct flow is from the differential case to each axle shaft through a clutch plate and disc arrangement. Arrangement of these plates and discs is at the option of the vehicle manufacturer, so care should be taken during disassembly to note the arrangement of these components.
In diagnosis of vehicle operators' complaints, two things should be recognized:
- If, with unequal traction, both wheels slip, the limited slip has done all it can possibly do.
- In extreme cases of differences in traction, the wheel with the least traction may spin after the limited slip has transferred as much torque as possible to the non-slipping wheel.
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Differential, Traction-Lok Limited Slip, 8.8-Inch Ring Gear
The limited slip axle assembly is identical to the conventional rear axle (4001) except for the differential (4026).
The limited slip differential employs two sets of differential clutch packs (4947) to control differential action. The mounting distance of the differential side gear (4236) is controlled by seven plates on each side: four steel, three friction, and one steel rear axle differential clutch shim (4A324). This steel rear axle differential clutch shim is of the selective type to control the position of the differential side gear.
The plates are stacked on the side gear hub and are housed in the differential case (4204). Also located in the differential case, between the differential side gears, is a differential clutch spring (4214), which applies an initial force to the differential clutch pack. Additional clutch capacity is delivered from the ****** loads of the differential side gear. Splined plates are splined to the side gear hubs which, in turn, are splined to the axle shaft (4234). The friction plate ears are keyed to the case so the differential clutch packs are always engaged.
The pressure between differential clutch packs (4947) opposes differential action at all times. When the vehicle turns a corner, the differential clutch pack slips, allowing normal differential action to take place. Under adverse weather conditions, where one or both wheels may be on a low-traction surface such as snow, ice or mud, the friction between the clutch plates will transfer a portion of the usable torque to the wheel with the most traction. Thus, the wheel that is on ice or snow will have a tendency to operate with the opposite wheel in a combined driving effort.
CAUTION: Extended use of other than matching size spare tires on a Traction-Lok® rear axle (4001) could result in reduction in effectiveness (bias torque). This loss of effectiveness does not affect normal driving and should not be noticeable to the driver. However, extended usage will reduce the ability of the rear axle to provide added traction on slippery surfaces.
Axle, Integral Carrier, 8.8-Inch Ring Gear
The rear axle drive pinion receives its power from the engine (6007) through the transmission (7003) and driveshaft (4602). The pinion gear rotates the differential case (4204) through engagement with the ring gear, which is bolted to the differential case.
Inside the differential case, two differential pinion gears (4215) are mounted on the differential pinion shaft (4211), which is pinned with the differential pinion shaft lock pin (4241)) to the differential case. These differential pinion gears are engaged with the differential side gears (4236), to which the axle shafts (4234) are splined. Therefore, as the differential case turns, it rotates the axle shafts and rear wheels. When conditions require one wheel and axle shaft to rotate faster than the other, the faster turning differential side gear causes the differential pinion gear to roll on the slower turning differential side gear to allow differential action between the two axle shafts.
The rear axle (4001) is an integral type housing, hypoid gear design with the centerline of the pinion set below the centerline of the ring gear.
The hypoid gearset consists of an 8.8-inch diameter ring gear and an overhung drive pinion which is supported by two opposed cone and roller bearings. Pinion bearing preload is maintained by the differential drive pinion collapsible spacer (4662) on the drive pinion shaft and adjusted by the pinion nut.
The rear axle housing (4010) consists of a cast center section (carrier) with two steel tube assemblies and a stamped axle housing cover (4033). The axle housing cover uses silicone sealant as a gasket.
The differential case (4204) is a one-piece design with two openings to allow for assembly of the internal components and lubricant flow. The differential pinion shaft (4211) is retained with a threaded lock bolt assembled to the differential case. The differential case is mounted in the rear axle housing between two opposed differential bearings (4221) and is retained in the housing by removable bearing caps.
Differential bearing preload and ring gear backlash are adjusted by the use of shims located between the differential bearing cup (4222) and the rear axle housing.
The use of a pinion depth gauge tool for drive pinion shim selection in conjunction with a dial indicator for differential case shim selection is required for proper gearset adjustment.
The semi-floating axle shafts (4234) are held in the rear axle housing by u-washers (4N237) positioned in a slot on the axle shaft splined end. These u-washers also fit into a machined recess in the differential side gears (4236) within the differential case.
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