Mci Mc8 crusader User manual

_ The Mark

of

Responsibility

maintenance

manual

C8

Crusaaer

INDEX

FRONT

AXLE

11

REAR

AXLE E

BODY I

BRAKES

&

AIR

SYSTEM

I

CLUTCH

COOLING

SYSTEM

ELECTRICAL

SYSTEM

ENGINE

I

FUEL

SYSTEM

I

LUBRICATION

II

STEERING

I

SUSPENSION

TRANSMISSION

PROPELLOR

SHAFT

:,

WHEELS,

HUBS,

TIRES

II

HEATING

&

AIR

CONDITIONING

a

LAVATORY

I

MAINTENANCE

Crusader

MC-8

[

,.c,_1-_1

___

DATE~J~ul+-+-y,~19~73~-l

MANUAL

FRONT

AXLE

FRONT

AXLE

DESCRIPTION

The

front

axle

is

of

I-beam

construction

using a

forged

center

and

steering

knuckles.

Steering

knuckle

pins

a~e

tapered,

drawn

into

the

axle

center

by

tighten

mg the

nut

at

the

upper

end

of

the

pin.

The

then

becomes

an

integral

part

of

the

axle

center.

Steering

knuckles

are

bushed

in

the

upper

and

!owe~

bosses so

that

they

may

turn

freely about.

the

pms.

Bronze

bushings with

grooves

on

the

inside

allow

grease

to

flow

uniformly

to

high-pressure

areas.

Grease

fittings

are

installed

at

both

upper

and

lower

knuckle

bosses.

The

two steering

knuckle

assemblies

are

connected

to each

other

by

the

tie

rod

which

is

threaded

at

each

end

and held

securely

in

position

by clamps.

Right-hand

and

left-hand

threads

are

provided

to

simplify toe-in adjustment.

Wheel

bearings,

air

suspension, steering,

and

brake

parts

which

are

mounted

on

the

front

axle

are

described

in

the

applicable

sections

of

this

manual.

FRONT

END

ALIGNMENT

Correct

front

end

alignment

must be

maintained.

for ease

of

steering

and

satisfactory

tire

life.

Road

-~hock,

vibrations,

normal

stresses

and

strains

set

up

m

the

front

end

system

under

average

operation

can

result

in loss

of

front

end alignment.

If

incorrect

front

end

alignment

is

suspected,

front

wheel

balance

should

first be

checked

to

make

sure

that

the

difficulties

are

not

originating

from

out-of.

balance

front

wheels. A check

of

tire

inflation,

wheel

installation

and

run

out,

wheel

bearing

adjustment,

tie

rod

and

drag-link

end

wear

should

also be made.

_Correct

front

end

alignment

can

only

be main-

tamed

when

parts

in the

steering

knuckle

are

in

satisfactory

condition.

Factors

in

front

end

alignment

are

as follows:

1.

Front

wheel toe-in:

The

distance

the

wheels

are

closer

together

at

the

front

than

at

the

rear.

2.

Front

wheel camber:

The

amount

the

wheel

in-

clines from

the

vertical

plane.

"Positive"

camber

means

the

wheels lean

outward

at

the

top.

"Negative"

camber

means

the

wheels lean

inward

at

the top,

and

"Zero"

camber

means

that

the

wheels

are

in a

vertical

plane.

3.

Axle

caster:

The

fore

and

aft

inclination

from

vertical

of

the

steering

knuckle.

"Positive"

caster

is

inclination

of

the

top

of

the

steering

knuckle

towards

the

rear

of

the vehicle.

"Negative"

caster

is

the

inclination

of

the

top

of

the

steering

knuckle

towards

the

front

of

the vehicle.

"Zero"

caster

means

no

inclination

of

the

steering

knuckle.

4. King

inclination:

The

amount

king

pins

are

inclined

inward

at

the

top.

5. Steering

Geometry:

The

science

of

keeping

the

front

wheels in

proper

alignment

during

left

or

right

turns.

CAMBER

ADJUSTMENT

Before

checking

front

wheel

camber

jack

up

the

front

axle

of

the

vehicle

and

check

wheel

bearings

and

steering

knuckle

pins.

To

do

this

attach

a

camber

gauge

to

the

wheel

collar,

pull

outward

at

the

bottom

to

take

up

all slack

and

take

the

camber

reading.

If

the

reading

differs

more

than

1/4

of

1

degree,

adjust

the

wheel bearings

and

repeat

the

check.

If

-

the

second

reading

is

still

different

in

excess

of

1/4

of

1

degree,

replace

the

steering

knuckle

bushings

and

pins.

Check

wheel

run

out

for

excessive

wobbling.

Correct

any

discrepancy

either

by

straightening

or

replacing

the

wheel.

A final

camber

reading

should

be

made

with

the

full weight

of

the

coach

on

a

level

floor.

Camber

readings

can

be

made

as

illustrated

in

the

alignment

charts

if

no

camber

gauge

is

available.

The

difference

between

the

two

readings

(B

minus

A)

should

not

vary

more

than

3/32"

"!

1

/8"

from

one

wheel

to

the

other.

A

larger

difference

is

usually

due

to

a

bent

axle

or

a

bent

steering

knuckle.

To

determine

if

the

axle

is

bent,

check

the king

inclination

(U

minus

V

on

the

chart).

If

the

king

inclination

is

correct,

the

trouble

is

a

bent

steering

knuckle

which

should

be

replaced.

FRONT

WHEEL

TOE-IN

Toe-in

is

utilized

to

prevent

undue

tire

wear.-To

measure

and

adjust

toe-in,

the

following

procedure

is

recommended:

1.

Jack

up

the

front

axle.

2. Using a piece

of

chalk,

whiten

the

center

area

of

both

front

tires

around

the

entire

circumference.

3.

Position

a

scribe

or

pointed

instrument

against

the

whitened

part

of

each

tire

and

rotate

the

tires.

The

scribe

must

be

held

firmly

so

that

a

single

straight

line

is

scribed

all

the

way

around

the

tire.

4.

Place

a full-floating

turning

radius

gauge

plate

under

each wheel.

Lower

the

vehicle

and

remove

the

lock

pins

from

the

gauge

plates.

If

full-

floating

turning

radius

gauge

plates

are

not

available,

lower

the

vehicle

and

move

it

back-

ward

and

then

forward

approximately

six feet.

5. Set

the

sliding

scale

end

of

a

trammel

bar

on

zero

and

lock in place.

Position

the

bar

at

the

rear

of

the

tires

and

adjust

the

pointers

to

line

up

with

the

scribe

lines on

the

tires

and

lock

in

place.

(Scale still set

at

zero.)

6.

Place

the

trammel

bar

at

the

front

of

the

tires.

Adjust

the scale

end

so

that

the

pointers

line

up

with

the

scribe

marks.

7.

Read

toe-in

or

toe-out

from

the

scale. Scale

should

read

toe-in

1/16".

(Tolerance

t

1/16.)

8.

If

adjustment

is necessary,

loosen

the

tie-rod

MAINTENANCE

Crusader

MC-8

['--,._GE=~l~-2=~~_=:_.=-_o_ArE_Ju_ly_,

_19_73

_

___,]

MANUAL

FRONT

WHEEL

ALIGNMENT

CHART

B.

Minus A

C

............

.

D

............

.

E

•••.•.•••••..

Camber (inches)

Camber (degrees)

Inclination

Drag

Link

Arm

Above Spring Seat

F ••. . . •. •. . . • .

Top

of

Tie

Rod

Below

Spring Seat

G . . ••. . •. . . . . • Tire Overhang

CAMBER,

PIN INCLINATION,

ARM

&

ROD

LOCATIONS.

J

J.

Minus H

•••..•.••...••.•.

Toe-In

K

••••.••••.••.•

Relation of

Link

Arm

to Axle Centre

L •. . ••. ••. . . Centre of

Ii

nk

Arm

to

Edge

of Spring

TOE-IN, ROD,

&

ARM

LOCATIONS

N

...••.•.•••••••••

Caster

Ang

Ie

~

...•..•......••

Knuckle Pin

CL

p

..........•.....••.••

Vertical

FRONT

AXLE

CASTER

T Minus S

•••••••••.

I

Beam

Twist

U Minus V

••••..•.

Pin Inclination

AXLE

CENTER

TWIST

& PIN

INCLINATION

Refer to "SPECIFICATIONS" for Correct Dimensions

MAINTENANCE

Crusader

MC-8

['--

..

_cE=~l

-~3

====~-oA_TE

_J_u

I

Y_,_l

9_73_~]

.

MANUAL

clamps

and

turn

tie-rod

aS-

required

then

tighten

the

clamps.

If

the

vehicle

is

not

on

gauge

plates,

move

it

backward

then

forward

about

six feet.

9.

Recheck

the

toe-in

to

ensure

that

it is

correct.

STEERING

GEOMETRY

Steering

geometry

is

dependent

on

the

design

of

the

front

end

components.

Field

adjustments

are

not

possible,

but

a

check

should

be

made

to see

that

steering

arms,

linkage

and

other

parts

are

properly

installed

and

are

not

bent

and

distorted.

Bent

or

damaged

parts

should

be

replaced.

The

alignment

chart

includes

measurements

which

can

be

made

to

determine

sattsfactory

condition

of

front

end

parts.

MAINTENANCE

Periodic

inspection

of

the

front

axle

assembly

should

be

made

to

see

that

all

bolts

are

tight

and

that

no

damage

and

distortion

has

taken

place.

Suspension

support

stud

nuts,

U-bolt

nuts,

tie-rod

arm

and

steering

arm

nuts,

and

stop

screws

should

be

checked

and

tightened

if

necessary

to

the

torque

specifications

shown

at

the

end

of

this

section.

Attention

should

also

be

given

to

the

condition

of

the

steering

knuckle

pins

and

bushings.

If

excessive looseness is

found

at

this

point,

the

bushings

and

pins

should

be

replaced.

LUBRICATION

Periodic

lubrication

according

to

the

recom-

mendations

in

the

lubrication

section

of

this

manual

should

be

carried

out.

Points

which

require

lubrication

are

the

steering

knuckle

pins,

tie-rod

ends,

and

drag

link

ends.

These

are

provided

with

grease

fittings

for

pressure

lubrication.

Refer

to

Section

12

(Suspension)

for

details

of

procedures

necessary

to

remove

and

install

the

front

axle assembly.

Steering

knuckles,

king

pins,

and

bushings

may

be

replaced

without

removing

the

axle

from

the

coach.

Tie-rod

and

drag

link

ends

may also

be

replaced

without

removing

the

axle.

If

extensive

overall

work

or

straightening

of

the

front

axle

center

are

necessary,

the

axle

should

of

course,

be

removed.

CASTER

The

purpose

of

caster

angle

("N"

on

the

chart)

is

to

give a

trailing

effect.

This

results

in

stabilized

steering

and

a

tendency

of

the

wheels

to

return

to

the

straight

ahead

position

after

making

a

turn.

Excessive

caster

results

in

hard

steering

around

corners.

A

shimmy

may

also

develop

when

returning

to

the

straight

ahead

position.

Insufficient

caster

will

cause

wandering

and

weaving.

Caster

variations

may

be

caused

by

a

bent

axle,

tilting

or

distortion

of

side

suspension

supports,

or

unequal

tightening

of

the

front

and

rear

suspension

support

bolts.

KING

INCLINATION

The

purpose

of

king

inclination

(B

on

the

chart)

is

the

same

as

the

purpose

of

camber.

A

check

of

the

king

inclination

may

be

made

by

measurement

(U

and

V

on

the

chart).

The

use

of

proper

instruments

in

making

these

measurements

cannot

be

overemphasized.

STRAIGHTENING

AXLE

CENTER

The

front

axle

center

is a steel forging,

heat

treated

for

toughness

and

resistance

to

bending

and

torsional

strain.

If

the

center

is

bent

or

twisted

less

than

ap-

proximately

5 degrees from t:'ie _original

shape,

it

may

be

straightened.

However,

1t

1s

recom!11ended

that

this

work

be

done

only

by

mechantcs

who

are

thoroughly

familiar

with

such

operations

and_

where

the

proper

facilities

are

available.

Parts

which

are

distorted

more

than

approximately

5

degrees

from

the

original

shape

must

b~ r~p~aced,

since

su_ch

distortion

exceeds

the

elastic

hm1t

of

the

matenal

causing

fractures

which

may

result

in

failure

under

ordinary

operating

conditions.

CAUTION:

Never apply heat to a front axle forging.

Front

axle

parts should be straightened

cold

only.

FRONT WHEEL

ALIGNMENT

SPECIFICATIONS

Camber

(B

minus

A)

degrees

...............................

Right: Negative I/4°

::t

3/8°

........................

Left:

Positive

1/4° t 3/8°

King

Inclination

(D)

degrees

...........................................

Left: 6- I/4°

................................

Right:

6-3/4°

Toe-In

(J

minus

H)

.........................................

I

/16"

plus

or

mi~u_s

I/16',;

Caster

Angle

(N)

.........................................................

Pos1t1ve 1.5

Drag

Link

Arm

Center

Ball

Stud

to

Top

of

I-Beam

(E)

..........

8'.'.

plus

or

m\nus

1/8'.'.

Top

of

Tie

Rod

Below

Spring

Seat

(F)

. . . . . . . . . . . . . . . . . . . . . . .

1-1

/4 plus

or

mmus

1/8,,

Tire

Overhang

(G)

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

appr~x.

63,,

Wheel

Track...................................................................

9. 0

Steering

Arm

Ball to

Axle

Centerline

.......................

On

C.L. plus

or

minus

1

/8"

MAINTENANCE

Crusader

MC-8

[..__,._cE.::::.::::-.::::-1-_4---=----_~_--=..--=..--=---=..-oA_'E

_D_e

c_em_b_e

r_,

_19_7

6_]

MANUAL

1.

Nut

2.

Cover

3.

Capscrew

4.

Sleeve

5.

Shim

6.

Axle

Center

7.

Thrust

Bearing

8.

King

9.

Retaining

Ring

10.

Expansion

Plug

11.

Bushing

_

12.

Steering

Knuckle

9 8

13.

Cotter

14.

Nut

15.

Nut

16.

Dus1

Cover

17.

Clamp

18.

Body

19. Bolt

20.

Bearing

21.

Stud

22.

Spring

Seat

23.

Grease

Retainer

24.

Spring

25.

Retaining Plug

26.

Retaining Ring

Figure

1-1:

Steering Knuckle

&

Tie

Rod

End

STEERING KNUCKLES

DESCRIPTION

For

construction

of

the

steering knuckles, refer

to

Figure

I -

I.

The

~teering knuckles. may be

removed

from

the

axle

without

removing

the

axle

assembly

from

the

coach.

REMOVAL

To

remove

the

steering

knuckle,

jack

up

the

front

end

of

the

vehicle

so

the

tires

clear

the

floor.

Block

MAINTENANCE

Crusader

MC-8

[

,.

0

,------'--l

-~5

___

DATE

~J:..,,:,_.:_u

IJ_Ly,......c...19.:....:....73-=-----_]MANUAL

,

!----suitable

length

I

2 •

soo•

7 "

-,

8.00

Min.

I

l

t

1.779

11

----

1,911"

-

,.

~77"

I

,909"

i

Figure

1-2:

Bushing Removal

&

Installation

Tool

securely

in this

position

and

remove

jacks.

Do

not at-

tempt

to

disassemble

or

perform

knuckle

repair

with

the

vehicle

supported

by

jacks

only.

Remove

hub

cap

plate,

wheel

bearing

adjusting

nut,

lock,

lock

dowel

ring,

and

doweled

nut

assem-

bly.

Remove

outer

wheel

bearing

cone

and

wheel

and

hub

assembly.

Disconnect

the

tie-rod

from

the

steering

arm.

The

tapered

knuckle

pins

must be

removed

from

the

bottom

side

of

the

knuckle.

Disconnect

push

rod

and

remove

brake

chamber.

Remove

the

knuckle

cover

cap

screws,

cover

and

cover

gasket.

Remove

the

lock ring

with

a

pair

of

snap

ring

pliers.

Dislodge

and

remove

the

expansion

plug

with a drift.

Drive

knuckle

out

by using a

bronze

drift

on

the

up-

per

end.

Remove

the

knuckle

pin sleeve

and

lift

off

steering

knuckle,

thrust

bearing

and

spacing washers.

REPAIR

Removal

and

replacement

of

bronze

steering

knuckle

bushings

should

be

done

using

the

removal

and

installation

tool shown in

Figure

I - 2. Such a

tool

can

be

made

from

a piece

of

round

bar

stock

which is

ground

with a

step

to

serve as a pilot.

Worn

bushings

are

pressed

out

of

the

knuckle,

em-

ploying

the

tool

described.

New bushings

should

be

installed

with

the

same

tool.

The

pilot

of

this

tool

prevents

collapse

or

distortion

of

the

bushing

during

installation.

The

bushing

should

be

pressed

into

the

knuckle

in

three

or

more

steps, using an

arbor

press,

to

allow

it

to

align

itself

in

the

bore.

First

press

the

bushing

into

the

knuckle

approximately

I

/8"

and

relieve press pressure.

Then

press

the

bushing in

another

I

/2"

and

relieve

press

pressure.

The

bushing

can now be pressed in until it

is

flush with

the

inner

machined

surface

of

the

knuckle.

This

applies to

both

upper

and

lower

bushings.

To

finish a bushing

either

a

burnishing

bar

or

reamer

should

be

employed.

Suitable

reamers

are

illustrated

in Figure I - 3. A

burnishing

ball

should

not be used for this

operation,

since it does

not

insure

a

true

alignment

between the two bushings.

The

reamer

has a

removable

pilot

which

is

in-

stalled to

ream

the

upper

bushing.

The

pilot

is

then

removed

to

ream

the

lower

bushing.

Avoid

the

possibility

of

tapering

or

enlarging

the

upper

bushing

while

inserting

the

tool

to

ream

the

lower bushing.

REASSEMBLY

Before reassembly,

make

sure

that

the

knuckle

hole

in

the

axle

center

is

clean

and

dry.

Position

and

support

the

steering

knuckle

assembly

on

the

axle

center.

Slide

the

thrust

bearing

between

the

lower

surface

of

the

axle

center

and

the

lower

steering

knuckle

yoke.

Thrust

bearings

should

be

positioned

with

the

retainer

lip

down.

Align the

steering

knuckle

holes

with

axle

center

and

thrust

bearing

holes.

Place

a

jack

under

the

lower

side

of

steering

kn~ckle

yoke

and

raise

the

knuckle

so

that

all

clearance

1s

taken

up

between

the

lower

yoke,

thrust

bearing

and

lower

face

of

the

axle

center.

Clearance

between

the

top

face

of

the

upper

axle

center

end

and

lower

face

_of

upper

knuckle

boss

should

not

exceed

.015

m.

Washers

and

shims

are

available

in

various

thicknesses

to

take

up

this

clearance

and

hold

within

the

desired

tolerance.

Make

sure

the

knuckle

nut

turns

on

the

threads.

Insert

the

knuckle

from

the

bottom

yoke

of

knuckle

and

drive

the

into

the

seat

of

the

axle

center

and

by using a

bronze

drift.

Place

the

steel

knuckle

sleeve

over

the

and

tap

into

place.

Install

nut

and

tighten

to

350-390

ft. lbs.

to

draw

the

knuckle

into

the

axle

center.

Then

apply

ad-

ditional

turn

to

line

up

with

the

pm

hole.

Do

not

back

off.

For

reassembly

of

brakes

refer to Sec. 4,

"Brakes

and

Air

System"

and

Section 15,

"Wheels,

Hubs

and

Drums."

TIE ROD

ENDS

DESCRIPTION

The

tie-rod

assembly

_is

of

3

piece

~onstructi?n

comprised

of

a

rod

and

two

end

assemblies.

The

tie-

rod

end

automatically

compensates

for

wear

on

bearing

surfaces.

The

tie-rod

end

stud_

is

held

in

c~rn-

tact

with

the

bearing

surface

by

tension

of

a

sprmg

MAINTENANCE

Crusader

MC-8

[

..

u_l-6

___

0ATE_M_ay_,

_19_74

__

]

MANUAL

Removable

PIiot 1.789

11

1.787

11

l.7975

11

I.

7965"

l.797rt

I.

7965

11

~.875

11

8.12!5

11

~

2.

500

11

10

11

Min.

9.000"-----

Figure

1-3: Bushing

Reamer

which

holds

the seat firmly against the

inner

end

of

the

stud.

An

end

plug,

retained by a locking ring,

holds

the

internal

tie-rod

end

parts

in position. Ex-

cessive

play

indicates

that

the

bearing

surfaces

are

worn,

and

new

tie-rod

end

assemblies

should

be

in-

stalled.

REMOVAL

AND

REPLACEMENT

To

remove

tie-rod

ends

from

the

tie-rod

assembly,

remove

cotter

pins

and

nuts from

the

tie-rod

ends,

and

support

the

steering

arm to

prevent

bending.

Using a

small

drift,

drive

the

tie-rod

end

tapered

stud

out

of

the

steering

arm.

Loosen

clamp

bolts

and

remove

tie-rod

ends

from the

tie-rod

tube.

To

reassemble,

assemble

the tie-rod

end

on

the tie-

rod

tube,

but

do

not

tighten

clamp

bolt.

Insert

the

tie-

rod

end

stud

into

the

steering arm

and

tighten to I

65-

180 ft. lbs.

Tighten

clamp

bolts to 55-65 ft. lbs.

When

replacement

of

tie-rod

assembly

is

required

the toe-in

should

be

checked

as

described

earlier

in the section.

DISASSEMBLY

Pry

end

plug lock

out

of

groove

in body.

Remove

plug,

seat,

and

spring.

Remove

grease

retainer.

Stud

and

bearing

assembly can

then

be

removed

from

the

tie-rod

end

body.

All

worn

parts

should

be

replaced.

Tension

of

~he

retaining

spring

should

be

che~k_ed,

and.

the

sprmg

replaced

if

it

does

no_t

have suff1c1ent

tens1~rn

to

hold

the

tie-rod

end

stud firmly

agamst

the

beanng.

A new

grease

retainer

should

be used.

REASSEMBLY

Lubricate

parts

with light

grease

before

reassem-

bly.

Insert

stud

and

bearing

assembly

into

tie-rod

end

body,

place

grease

retainer

over

end

of

e~d.

stud

s~at,

and

position

seat

in body.

Place

the

retammg

sprmg

inside

the

seat,

position

end

/lug

on

spring,

then

compress

spring

and

install

en

plug

lock in

groove.

(Before

replacement

of

tie-rod

on

steering

arm,

clean

tapered

portion

of

tie-rod

end

stud.)

PROCEDURE FOR CHECKING WEAR AT THE TIE ROD ENDS

Socket

wear

is indicated by

ball

stud

turning

torque

and

socket

end

movement.

Zer_o

tur-

ning

torque

with

looseness in

the

ball

stud

is

indicative

of

extreme

wear:

To

check

this,

the

socket

must

be

removed

from

the

vehicle.

End

movement

may

be

checked

with

the

s<;>cket

a~sem-

bly

attached

to

its mating

arm.

If

a force, sufficient

to

overcome

the

spring

pressure

1s

apphed

to

the

end

of

the

forging, the

amount

of

movement

is

another

indicator

of

wear.

The

followmg

may

be

used

for

the

specified types

of

assemblies.

SOCKET

TYPE

New Style

Serviceable

IC-2-62

L.H.

Socket

Assy. I

C-2-63

R.H.

ORIGINAL

.

020

Max.

END

MOVEMENT

WORN

.090

Max

.

MAINTENANCE

Crusader

MC-8

[.,

0

,_1_-7

___

DAIE_M~ay~,

_19_74

__

] ·

MANUAL

SPECIFICATIONS

AXLE

CENTER

Type

.........

_.

..............................................................

I

Beam

Allowable

Twist

(Variation

between

ends)

.......................................

1/2°

STEERING

KNUCKLES

Spindle

diameter:

Inner

Bearing

....................................

2.5623-2.5613

in.

Outer

Bearing

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.1248-2.1243

in.

Up-and-down

Movement,

Maximum

...........................................

015

m.

Bushing

bore,

diameter.

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.919-1.921 m.

STEERING

KNUCKLE

BUSHINGS

Material.

:

...................................................................

Bronze

Inside

-

Line

ream

...............................................

1.7935-1.7945

in.

Line

burnish

..................................................

1.7965-1.7975

in.

KING

Type

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Tapered

Diameter

-

Large

End

..............................................

1.794-1.793

in.

Small

End

..................................................

1.3095-1.3085

in.

LOCATION

Tie-Rod

End

Nut

Tie-Rod

Clamp

Bolt

Steering

Arm

Ball

Nut

Steering

Arm

Nut

King Pin

Nut

TORQUE

SPECIFICATIONS

DIAMETER

7

/8"

5/8,

7

/8"

1-1/8"

LB./FT.

165-180

55-65

165-180

350-390

-Crusader.

MAINTENANCE

MC-8

[

,.c,_2-_l

___

DATE_J_ul~y,~1_97_3

_]

·

MANUAL

REAR

AXLE

REAR

AXLE

DESCRIPTION

The

s_ingle:r~duction fi~al

drive

employs

a

heavy

duty

dnve

p1mon

and

dnve

gear

(3.

70

ratio

Stan-

dard).

The

differ~ntial

and

gear

assembly

is

mounted

on

tapered

roller

bearings.

The

str~ddle-mounted

pinion

has two

tapered.

roller

bearmgs

in

front

of

the

pinion

teeth

which

take

the

forward

and

reverse

thrust,

and

a

third

bearing

behind

the

pinion

teeth

to

carry

the

radial

load.

MAINTENANCE

Lubrication

recommendations

will

be

found

in Sec-

tion

10

(Lubrication)

of

this

manual.

To

insure maximum life

of

the

differential

and

prev_ent

premature

failure,

the

original

"factory

fill"

)ubncant

should.

be

drained

before

putting

vehicle

mto

regular

service

or

prior

to

3,000

miles.

During

\nitial stages

of

normal

operation,

tiny

met~!

particles

are

freed from mating

surfaces

of

mov~ng parts.

These

metal

particles

are

carried

by

the

lubncant

through

the

assembly

and

act

as

lapping

compound

which

accelerates

wear

of

all

parts.

Draining

the factory

lubricant

prior

to

3,000

miles .

also

prevents

lubricant

contamination

caused

by

dif-

ferences in the

"factory

fill"

and

the

lubricant

used by

the

operator

when topping.

1.

Axle

Housing Drain

2.

Axle

Housing Fill

REMOVAL

AND

REPLACEMENT

Refer

to

Section

12

(Suspension)

of

this

manual

for

instructions

for

removal

of

the

entire

rear

axle

assem-

bly

as a unit.

DIFFERENTIAL

CARRIER

Remove

plug

from

bottom

of

axle

housing

and

drain

lubricant.

Remove

axle

shaft

drive

stud

nuts

and

lockwashers.

Rap

axle

shaft

sharply

in cente'r

of

flange

with

heavy

steel

hammer

on

drift

to

free

dowels.

Remove

tapered

dowels

and

axle

shafts.

CAUTION:

Prying

shafts

loose

will

damage

the

hubs and

oil

seals.

Remove

carrier

to

housing

stud

nuts

and

washers.

Loosen

two

top

nuts

and

leave

on

studs

to

prevent

carrier

from falling.

Break

carrier

loose

from

axle

with

rawhide

mallet

&

puller

screws.

Remove

top

nuts

and

washers

and

work

carrier

free

using

puller

screws in holes

where

provided.

A

small

pinch

bar

may

be

used

to

straighten

the

carrier

in

the

housing

bore.

However,

the

end

must

be

rounded

to

prevent

indenting

the

carrier

flange. A

roller

jack

may

be

used

to

facilitate

removal

of

carrier.

DISASSEMBLY

Place

carrier

in

suitable

holding

fixture.

If

the

initial

inspection

indicates

the

drive

gear

is

not

going

Wrong

Figure

2-1:

Removing Drive

Gear

Rivets

MCi MC8 Crusader User manual

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