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Issued 06-00

Failure Analysis for


Drive Axle Components
Manual TP-9955

Service Notes
This publication provides failure analysis
information for Meritor drive axle components.
The information contained in this publication was
current at the time of printing and is subject to
revision without notice or liability.

Service Notes

1. Understand all procedures and instructions.


2. Follow your companys maintenance and
service, installation, and diagnostics
guidelines.
3. Use special tools when instructed to avoid
serious personal injury and damage to
components.

Safety Alerts, Torque Symbol


and NOTE
WARNING
A WARNING alerts you to a procedure that
you must follow exactly to avoid serious
personal injury and damage to components.

CAUTION
A CAUTION alerts you to a procedure that
you must follow exactly to avoid damage to
equipment or components. Serious personal
injury can also occur.

TORQUE
The TORQUE symbol indicates that you must
tighten fasteners to a specific torque value.

NOTE:
A NOTE can either indicate a procedure or
instruction that is important for correct service,
or provide service suggestions.

Access Information on Meritors


Web Site
Visit the Technical Library section of Meritors web
site at www.meritorauto.com to access the items
listed below, as well as additional product and
service information on Meritors heavy vehicle
systems component lineup.

Product and Service Information


To order the items listed below, call Meritors
Customer Service Center at 800-535-5560.
r Single Reduction Differential Carriers
maintenance manual. Order MM-5.
r Single Reduction Rear Differential Carriers
maintenance manual. Order MM-5A.
r Tandem Axle Forward Carriers and Single Axle
Carrier maintenance manual. Order MM-5E.
r Tandem Axle Single Reduction Forward
Differential Carriers maintenance manual.
Order MM-5L.
r Technical Electronic Library on CD. Features
product and service information on most
Meritor, ZF Meritor and Meritor WABCO
components. $20. Order TP-9853.

Table of Contents
Section 1: Overview of Component Damage
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Shock Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Fatigue Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Typical Fatigue
Identification
Surface Fatigue Pitting, Spalling and Flank Cracking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Surface or Contact Fatigue
Pitting Fatigue
Spalling Fatigue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Spalled Gear Teeth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Flank Cracking
Rotating Bending Fatigue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Torsional Fatigue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Bending Root Beam Fatigue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Bending Deep Root Tooth Fatigue
Typical Spinout Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Other Indications of Spinout Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Lubrication-Related Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Contamination Damage
Types of Lubrication-Related Damage
Depleted Additive Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Incorrect Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
Overheated Operation Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Low Lubricant Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
Lack of Lubrication
Fretting and Brinelling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
Indications to Look Further Secondary Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26

Section 2: Causes of Drive Axle Damage


Drive Axle Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
Vehicle Application/Vocation
Axle Fatigue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
Housing Overload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32
Vehicle Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33
Operational Component Damage
Cause of Spinout Damage
Potential Differential Spinout Scenarios . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
Typical Shock Load Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36
DCDL Lock Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
Maintenance and Rebuilding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
Maintenance and Rebuilding Practices
Lubrication-Related Component Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
Tire Matching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
Torsional Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43
Vehicle or Powertrain Modifications

Table of Contents
Section 3: Damaged Axle Review
Tapered Roller Bearing Damage Analysis Printed Courtesy of Timken
Identifying Axle Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bearing Adjusting Ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Drive Pinion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Drive Pinion Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Drive Pinion Root Beam Fatigue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Driveline/Torsional Vibration Issues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Driver-Controlled Differential Lock (DCDL) Collar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flange Side Differential Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Housings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hypoid Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hypoid Set (Both Ring and Drive Pinion Gears) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hypoid Gear Set (Inner Drive Pinion Bearing) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Inner Pinion Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IAD Spider . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Low Lube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Main Differential Spider . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Main Flange Side Differential Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pinion Nut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Plain Half Differential Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Main Differential Case-to-Case Joint Separation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pump Systems Screens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rear Side Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ring Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Seals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Side Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Side Gear Thrust Washer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Thrust Washers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

44
45
46
47
49
50
52
54
55
56
57
58
59
60
63
65
66
67
68
69
70
71
72
73
76
80
81
82

Section 1
Overview of Component Damage
Overview

Section 1 of Component Damage


Overview

The following section provides basic information


and definitions used in the field evaluation of
damaged components. When possible,
photographs of components are presented to
illustrate the types of severe damage commonly
found during component teardowns. Technicians
and drivers are sometimes surprised to find
severely damaged components that have
continued to function for a long time. The signs of
these types of extreme damage are not always
readily apparent to the vehicle driver. Much of the
severe damage to the parts presents a learning
experience to everyone involved in the heavy
truck industry.
Damage analysis can be viewed as a specialized
and highly technical activity. At various times, it
involves engineering, component design,
metallurgy and chemistry.
From the perspective of fleet management, efforts
put into an analysis of damaged axle assembly
can mean a future reduction in the cost of vehicle
service repair and can promote optimum vehicle
performance between regularly scheduled
maintenance intervals.
Component damage often means expensive repair
work, equipment downtime and inconvenience.
This is the reason that it is important to recognize
the cause. If components are simply replaced
without correcting the cause, further trouble may
be encountered not only in one vehicle but with
the other vehicles in a fleet.
The challenge of achieving maximum product
service life is a responsibility shared by the
technician and the vehicle operator. A vehicle is a
tool designed to work under a specific conditions.
Knowing how the equipment operates, the limits
of its operation and how the components can be
stressed to the point of failure is necessary in
order to avoid downtime and costly rebuild
operations.

Section 1
Overview of Component Damage
Shock Damage

Figure 1.1 39218d16

When a component (gear tooth or shaft)


experiences a sudden and powerful force that
exceeds the strength of the component, it breaks.
A shock load can fracture components instantly,
crack them or cause them to fatigue and fail at a
later time.
When the shock load overstresses the component
material and is delivered in one high impact load,
an instantaneous break will occur.
Failure caused by a shock load is most easily
identified by the rough, crystalline finish that is
usually found where the parts separate from each
other at the time of instantaneous overload.
Figure 1.1.
Shafts loaded under torsion can fracture
perpendicular to the axis. Figure 1.1.
The fracture can also be at approximately a
45 angle to the axis if the axle shaft is allowed to
wind-up. Figure 1.2.
Rough crystalline surface

Figure 1.2 39213d6

45 fracture

Section 1
Overview of Component Damage
The overhanging pinion in Figure 1.3 was
damaged due to a rotating shock load. The
fracture has a rough, crystalline appearance and is
broken at a 45 angle.

Figure 1.3 JIM use 21

The ring gear in Figure 1.4 was broken in an


instantaneous shock load. A typical instantaneous
fracture of the ring gear will have three adjacent
teeth broken at the root of each tooth. The fracture
will have a rough, crystalline appearance.
Typically with a hypoid gear set, the first tooth will
break at the heel, the majority of the second tooth
will break, and the third tooth will break at the toe.
In Figure 1.4 two of the fractured teeth have been
marred from the pinion rubbing against the area
after the teeth broke off.
NOTE: See appropriate axle maintenance manual
for gear teeth nomenclature.

Shock Initiated Fatigue (Slow


Repeat Overload)
Shock loads are often severe enough to break off
gear teeth at their roots, break drive-axle shafts
into two pieces, as well as cause other damage.
Sometimes a shock load does not cause the
component to fail instantaneously but cracks or
weakens it. Depending on the severity, the final
failure may not occur until many miles later.
Figure 1.5.
Figure 1.4 JIM USE 12 OR 13

Figure 1.5 39218d13

1 Rough crystalline area


2 Smeared
3

Section 1
Overview of Component Damage
Fatigue Damage

Figure 1.6 39218d35

A typical fatigue fracture (Figure 1.6) is caused by


repeated overloading of a component. The fatigue
fracture will typically show arrest lines (beach
marks), as the fracture progresses during repeated
overloading. Fatigue fractures begin at one or
more initiation points, and are identified by the
location of an eye and/or one or more ratchet
marks, from which all the beach marks radiate.

Typical Fatigue
When the bending or torsional load is large, the
part will fail after a small number of load
applications. As the load is reduced, it requires a
greater number of applications to cause failure.
When the load is decreased even further, the part
can withstand an infinite number of applications
without failing. The load corresponding to the
horizontal part of the diagram is called the
endurance limit of the material.
Plotting both lines on the same graph shows the
relationship between the fatigue due to surface
loads and that due to bending and/or torsional
loads. Figure 1.7.

1 Point of origin
2 Beach marks (witness)
3 Final fracture

Identification

Figure 1.7 chart 1

Four types of fatigue failures are common in


drive-axle carriers. Each is identified by different
characteristics:

SURFACE AND BENDING/TORSIONAL FATIGUE


LARGE

r Surface or contact fatigue


r Rotating bending fatigue
SURFACE

r Torsional fatigue
r Root beam fatigue
Surface or contact fatigue affects contact surfaces
of the gearing and bearings. Rotating bending
fatigue affects shafts. Torsional or contact fatigue
affects shafts. Root beam fatigue affects gear
teeth.

LOAD
BENDING
OR
TORSIONAL
SMALL
FEW

MANY

NUMBER OF APPLICATIONS

Section 1
Overview of Component Damage
Surface Fatigue Pitting,
Spalling and Flank Cracking

Figure 1.8 39251d23

Surface or Contact Fatigue


Surface fatigue is a broad classification for a
number of different damage modes that occur on
the load-carrying surface of a component. It is
usually caused by cyclic overloading of the
contacting surface of a bearing or gear tooth and
can be accelerated by debris in the lubricant.
Surface or contact fatigue affects the contact
surfaces of bearings and gears. It is the most
common form of fatigue and is characterized by
varying degrees of pitting, and sometimes
spalling, of gear tooth or bearing surfaces.
Figure 1.8. Unlike wear related to inadequate
lubrication due to water contamination or
suspended debris, surface fatigue can also result
from repeated overstressing of a component and
can take place even when proper lubrication is
provided to the working parts.

Pitting Fatigue

Figure 1.9 39251d28

Pitting is a type of metal fatigue in which small


cavities form on the surface of the metal. Initially,
pits may be the size of a pinhead or smaller. If
unchecked, pitting will progress and eventually
pieces of the surface metal will begin to break
away.
Usually, at this point component operation
becomes irregular, rough and noisy.
Consequently, destructive pitting moves past the
surface and deeper into the metal. Metal particles
break away from the bearing surfaces and can
then recycle in the axle lubrication system. This
promotes further contact surface deterioration,
typically in the bearing cups and rollers. It will also
accelerate fatigue and promote premature wear of
the sliding and rolling contact surfaces of the axle
hypoid gearing.
This stage of surface pitting can contribute to axle
noise. In any case, when left unchecked, the
process of destructive pitting ultimately leads to
full bearing failure.

This illustrates an advanced stage of pitting


resulting in spalling.

Surface fatigue pitting damage to the bearing


rollers is a sign of contaminated lubrication and/or
vehicle overloading. Figure 1.9.

Section 1
Overview of Component Damage
Spalling Fatigue

Figure 1.10 39278d07

Sometimes a series of small pits is joined by a


lifting away of the smooth surface metal between
them, and eventually larger metal particles are
spalled from the surface. Figure 1.10. Larger
and deeper cavities that evolve from a pitted
surface are known as spalled cavities.
Spalling can evolve from pitting when a series of
pitted areas accumulates. Oil enters the pitted
cavities close to one another and exerts hydraulic
pressure on the surface area between the pitted
cavities. The surface area between the pitted
cavities is then lifted away, forming a larger,
elongated cavity.
Spalling is caused by sub-surface shear and can
be present without pitting.
When spalling occurs on the hardened surfaces of
bearing cups and rollers, the primary cause is
usually high contact stress. Unlike the shallow
uniform diameters seen in the early stage of
pitting, spalled areas often are not uniform in
diameter. Figure 1.11.
Sometimes severe spalling on bearing rollers is
secondary, resulting from a contaminated axle
lubrication system. Sometimes pitting precedes
this type of spalling, but contamination is the
primary root cause. Figure 1.11.
Axle lubricant contaminated with metal particles
or water can accelerate destructive pitting and/or
spalling of the bearing components.
Spalling can also occur from a combination of
both heavy loading and contaminated oil.

Figure 1.11 39251d28 and 39282d18

Section 1
Overview of Component Damage
Spalled Gear Teeth

Figure 1.12 39278d4

Signs of pitting or spalling on gear teeth and


bearing surfaces indicate repeated marginal
overload or inadequate lubrication. Marginal
overload is similar to total component failure.
Instead, the part is slightly stressed above design
limitations to a point just short of instantaneous
damage over a long period of time.
Contaminated lubricant or lubrication system
problems that allow excessive metal grinding
between rolling or sliding surfaces can lead to
pitting or spalling.
Localized spalling on drive pinion teeth can be a
secondary sign that another axle component is
running out of position. Figure 1.12.

Flank Cracking
Flank cracking usually causes a metal surface to
flake away much like a spalling condition would. A
gear with flank cracking, however, will first
develop longitudinal cracks that run the length of
the gear tooth face. Once these cracks appear,
failure occurs rapidly. Frequently, a single tooth
may show signs of deterioration, while the
remaining teeth remain intact. Once the cracks
appear, the metal between them begins to flake
away. Figure 1.13.

Drive pinion teeth

Figure 1.13 39367-11

Crack

Section 1
Overview of Component Damage
Rotating Bending Fatigue

Figure 1.14 39218d35

This type of fracture occurs when a shaft is


subjected to a torsional load and a bending load at
the same time.
Contoured lines, or beach marks, on the face of
a broken component represent fatigue cycles
that occurred before the total breakdown of the
part. These witness marks usually point toward
the origin of the fracture. For example, beach
marks originating at an oil passage may spread
across the surface of a fractured component.
Figure 1.14.
The final fracture will be a rough, crystalline area.
This portion broke off instantaneously because the
fatigue had weakened the part to the point it could
no longer carry the load. Figure 1.14.
If the broken pieces continue to turn, the beach
marks and chevrons will be smeared/marred from
the fracture surface. Figure 1.15.
1 Point of origin
2 Beach marks (witness)
3 Final fracture

Figure 1.15 39237d04

Smeared beach marks

Section 1
Overview of Component Damage
Table A: Typical Rotating Bending Fatigue Failures in Shafts
Stress
Condition
Case

No Stress Concentration

Mild Stress Concentration

High Stress Concentration

Low
Overload

Low
Overload

Low
Overload

High
Overload

High
Overload

High
Overload

One-way Bending Load

Two-way Bending Load

Reversed Bending and


Rotation Load

Torsional Fatigue

Figure 1.16 39213d13

Torsional fatigue results from excessive twisting


forces that weaken a shaft and cause it to fail.
Unlike rotating bending fatigue, torsional fatigue
has no bending force introduced with it. When the
failure forms a flat surface, it is common for the
broken ends to rub against each other, smearing
the beach marks on the two surfaces into a swirled
pattern. This sometimes makes it difficult to
distinguish between fatigue and instantaneous
failure modes.
Repeated overloading caused a torsional fatigue
failure on the axle shaft shown here. The conical
star-shaped pattern is characteristic of reverse
torsional fatigue in the splined area of a shaft.
Figure 1.16.
The conical, star-shaped radial pattern initially
starts at the root of each spline and finally breaks
off in the center of the shaft.

Section 1
Overview of Component Damage
Bending Root Beam Fatigue

Figure 1.17 Cantilever and Simple

This mode of fracture occurs when the beam is in


an overloaded condition and is flexed back and
forth from one position to another. Under normal
loads, this flexing is not a problem, except that a
stress riser (notches and holes at the radius) can
reduce the total strength of the component.

LOAD

Bending loads can be applied in various ways


including cantilever or simple. Figure 1.17.

Bending Deep Root


Tooth Fatigue

LOAD

This mode of fracture appears in gears and is


usually characterized by the same contoured
beach marks that appear in shafts that fracture
from fatigue loads.
Root bending fatigue generally results from a
stress crack originating at the root sections
between the gear teeth. A tooth or part of a tooth
breaks away, leaving an eye or focal point
where the beach marks begin. The break shows
signs of fretting, and smooth beach marks appear
at the beginning of the break area. The small area
opposite the eye is usually rough and jagged in
appearance, indicating that this was the last
portion of the tooth to break away.

Figure 1.18 PC PHOTO 39217-13

Root bending fatigue results from shock and/or


repeated overloading, which causes localized
fatigue cracks in the gear roots. As mileage
accumulates, the initial cracks grow larger and the
gear teeth progressively weaken and ultimately
break.
In drive pinion gears, root bending fatigue is
characterized by the same contoured beach marks
that appear on shafts that failed due to rotating
bending fatigue. If only two or three teeth have
broken out but no other teeth are cracked, an
instantaneous shock overload can be suspected.
Shock induced fatigue will also exhibit origins that
are in line. If all the remaining teeth are cracked, a
severe application with continuous moderate
overstress or vehicle overload was the probable
cause.
Typical root bending fatigue beach markings start
at the roots of all affected teeth and progress to
the outside hardened surface of the hypoid gear
set. Figure 1.18.

10

1
2
3
4

Ratchet marks
Beach marks
Marred area
Final fracture

Section 1
Overview of Component Damage
Typical Spinout Damage

Figure 1.19 Roush 31 or 32 Explode w/out bolts

A spinout typically occurs when a tandem axle


loses traction and the Inter-Axle Differential (IAD)
is left in the unlocked position. In axles without an
oil pump, the IAD is getting no lubrication while
the IAD pinions are turning at almost twice the
speed of the driveshaft. Any oil between the IAD
pinions and spider leg is lost due to centrifugal
force. The heat created from the friction will allow
the pinions and spider to gall or seize.
Figure 1.19 shows the parts of an IAD assembly.
Figure 1.20 shows a failed IAD assembly. The case
fractured after the spider and pinions seized.
The IAD is integral to the operational dynamics of
the tandem axles but is more susceptible to
spinout damage than the main differential
because it operates at higher speeds and is not
submerged in oil.

Figure 1.20 39192d12

11

Section 1
Overview of Component Damage
The following illustrations show progressive wear
of the spider, from light to catastrophic:

Figure 1.21 PC PHOTO 39176-5

Figure 1.21 shows normal wear.


The wear in Figure 1.22 is moderate step wear.

Figure 1.22 Roush 13

12

Section 1
Overview of Component Damage
The heavy wear and galling most likely resulted in
multiple spinout events but not one spinout event
was long enough in duration to cause a seizure,
although several such events can cause
catastrophic damage. This damage can also be
caused by mismatched tires or axle ratios. Figure
1.23 and Figure 1.24.

Figure 1.23 39192d38

Sometimes it is a combination of mismatched


tires/ratios and multiple spinout events.
Galling is typically known as metal transfer. This
occurs when two metal surfaces move against one
another with no lubricant. Figure 1.25 is an
example of a galled spider due to spinout damage.

Figure 1.24 39182-22

Figure 1.25 39182-13

13

Section 1
Overview of Component Damage
The catastrophic damage in Figure 1.26 is an
example of a severe spinout.

Figure 1.26 JIM 16, 17, 18 or 19

The root cause of a broken IAD differential case


assembly must be evaluated. Thrust washer
grooving on the inside of the case is evidence of
repeated spinout events. Figure 1.27.
NOTE: The metal particles of the thrust washer
embed into the IAD case. This is an indication the
thrust washer was installed at the factory.
In an extreme example, the IAD case may separate
due to spinout damage. Figure 1.28.
NOTE: The stepped wear pattern on the case
halves is caused from the pinions after the case
halves separated.

Figure 1.27 39192d15b

Figure 1.28 PC PHOTO 39217-15

Embedded thrust washer particles

Secondary step wear

14

Section 1
Overview of Component Damage
If spinout damage is suspected and the IAD case
did not separate, Figure 1.29, check the following:

Figure 1.29 Roush 25 Welded

1. Excessive looseness of the pinions to the


spider.
2. Metal debris from worn spider legs on the
inside of the IAD.
3. Roll the pinions to check if they are seized.
4. The pinion may still spin even though it seized
to the spider and twisted the leg from the
spider hub. While turning the pinion, check to
ensure the spider leg is not turning with it.

15

Section 1
Overview of Component Damage
Another example is galling on spider legs and one
or more of the pinions twisting the leg from the
spider hub. The assembly could not continue to
function. The primary damage is due to a spinout.
Figure 1.30.

Figure 1.30 39182-11

Other Indications of
Spinout Damage
Friction from spinout can cause galling at the
helical gear journal and the rear side gear journal.
Figure 1.31. Spinout damage can also show up on
a scored rear side gear bearing. Figure 1.32. We
know the bearing was not damaged from preload
because the input shaft bearing was not damaged.
Improper preload of a bearing generally shows up
as spalling. The rear side gear can also be friction
welded to the input shaft. Figure 1.33.

Figure 1.31 39367D19

16

Figure 1.32 PC PHOTO 39182-3

Section 1
Overview of Component Damage
Sometimes spinout damage is caused from a rear
wheel spinning and the front axle sitting
stationary, not allowing the hypoid gear set to
splash oil on the internal parts. Figure 1.33.
Generally there is evidence of localized heat and
burnt or carbonized oil in the input shaft area. The
rear side gear is usually seized to the input shaft
journal, and in addition, the rear side gear bearing
will be scored.

Figure 1.33 PC PHOTO 39233-2

17

Section 1
Overview of Component Damage
Lubrication-Related Damage

Figure 1.34 39367d35

Improper maintenance can lead to damage,


resulting from contamination, overheated
operation and/or depleted additives.

Contamination Damage
If the lubricant becomes contaminated with water,
dirt or wear particles, the wear between mating
surfaces can significantly increase. The source of
the contamination must be determined. This must
include inspection of all seals and breathers.
Contaminants are particularly harmful to bearing
surfaces. Figure 1.34.

Types of Lubrication-Related
Damage
Etching Corrosion
Etching or corrosion appears as a dull matte
surface stain or blemish that can indicate
problems primarily caused by moisture
contamination of the axle lubricant. Moisture and
water may enter the carrier through breathers or a
broken or worn seal or develop from condensation
during humid weather conditions. In any case,
water in the lubricant causes specific harm to the
bearing races and cups and will affect wear of the
hypoid gear set.
Corrosion from water appears on the bearing
surface. In this case the corrosion showed up on
the spigot bearing roller ends. Figure 1.35.

18

Figure 1.35 39176d30

Section 1
Overview of Component Damage
Etching on the bearing rollers, corrosion on
non-contact surfaces and worn cage windows
indicate water contamination of the lubricant.
Figure 1.34 and Figure 1.36.

Figure 1.36 39176d20

19

Section 1
Overview of Component Damage
Bruising (Particle Denting)

Figure 1.37 Roush 1-4

Bruising occurs when metal chips or large


particles of dirt circulate in the lubricant and end
up trapped between the bearing cone and cup
race. The number of indentations and the depth of
the bruising determines whether the bearing
surfaces were undergoing normal hydraulic
fatigue or the surface is experiencing bruising or
abrasive wear deterioration. These features are
typically caused by contaminated axle lubricant. If
hydraulic destructive pitting occurs, the metal
particles that flaked away may cause race
bruising.
Figure 1.37 shows that bruising is beginning to
appear on the race.

Scuffing
Scuffing is a localized type of surface wear caused
by the breakdown of the lubricating oil film. This
permits a tearing of one metal surface and a
welding transfer (galling) to another metal surface.
The contact area of bearing cone rollers and the
mating inner race surface is a good example of an
area in which scuffing, scoring, and spalling can
appear before primary failure occurs.
Flat spots appearing on rollers are an indication of
bearing scuffing. The scoring condition of the
remaining assembly suggests insufficient
lubricant as the primary cause. Figure 1.38.
If a rough, scuffed surface develops in the early
stages of bearing wear, scuffing, scoring and
ridging (crows-feet in gears) can impede
bearing roller operation. This will cause flat edges
that progressively develop into total bearing
failure.

20

Figure 1.38 39192d02

Section 1
Overview of Component Damage
Crows-foot scoring is inherent in hypoid gears
when the wrong or depleted lubricant is used. The
hypoid gears used in Meritor axles develop a
tremendous amount of loading in the gear contact
area. If oil without the proper level of extreme
pressure (EP) additive is used, the force developed
during loaded gear engagement will cause
metal-to-metal contact between drive and driven
gears. Because of the combination of sliding and
rolling action seen in hypoid gearing,
crows-footing will appear on tooth surfaces.
Figure 1.39.

Figure 1.39 39282d22

EP additives will begin to break down when the


internal temperature of a carrier is consistently
above 250F (121C). Higher temperatures will
cause the additive to break down even faster. A
depleted EP additive will not adequately protect
the gears from surface fatigue. Figure 1.39 and
Figure 1.40.

Depleted Additive Damage


Meritor drive axles require an EP (extreme
pressure) lubricant with sulfur/phosphorus
additive. The gear oil required is a GL-5 type that
has been tested and approved under the
MIL-PRF-2105E specification. An improper grade
lubricant, a lubricant with depleted additives or
situations of low lubricant (or none at all) can
cause the drive pinion and ring gears to take on
the characteristic contact wear pattern known as
crows-feet. These patterns are described as
scoring lines or ridges on the gear teeth.
Figure 1.39 and Figure 1.40.

Crows-foot pattern

Figure 1.40 39282-20

Crowss-foot pattern

21

Section 1
Overview of Component Damage
Incorrect Lubrication

Figure 1.41 39259d23

If an oil without an EP additive is used, the teeth of


a hypoid gear set will quickly wear.
The drive pinion teeth are worn to a thin, knife-like
edge due to incorrect or depleted lubricant.
Figure 1.41 and Figure 1.42.
If detected early, there will be light
crows-footing present. Once the gear set wears
through the steels case, hardening into the softer
material, the teeth are worn to a knife-edge or
completely away. The gear surfaces will usually
not show excessive heat and burned oil as seen in
a lack-of-lubricant failure. Here, the oil will be
contaminated with metal debris due to wear.
Generally the pinion will be worn more than the
ring gear because of more contact time per tooth.
Meritor transmissions require a lubricant that is
either a heavy-duty engine oil (straight grade) or
petroleum GL-1 oil with rust and oxidation
inhibitor (mineral or synthetic).
Drive axle lubricants (GL-5, GL-4) MUST NOT be
used in transmissions, and transmission lubricants
MUST NOT be used in drive axles. Mixing the two
lubricants accelerates premature wear and
deterioration of parts in the assembly. For further
lubrication information, refer to Maintenance
Manual 1, Lubrication.

22

Figure 1.42 39192-46

Section 1
Overview of Component Damage
Overheated Operation Damage

Figure 1.43 39196d08b

Higher than normal operating temperatures are


caused by one or more of the following
symptoms:
1. Low lubricant level.
2. Overfilling the assembly with lubricant.
3. Increasing the engine horsepower or torque
rating.
4. Restricted ventilation air flow.
5. Incorrect lubricant grade or viscosity.
The ring gear has obvious signs of lubricant that
was operated in an overheated environment. The
lube in this carrier would have a strong, burned
lube odor. Figure 1.43. The overheating condition
became hot enough to soften the drive pinion
teeth and bearing to a plastic-like state.
Figure 1.44.

Figure 1.44 39196d08a

23

Section 1
Overview of Component Damage
Low Lubricant Levels

Figure 1.45 39196d010

When lubricant levels are reduced, the life of


bearings, gears and thrust washers are adversely
affected. Damage due to low lubricant levels is
characterized by a crows-foot pattern on the
gear set teeth, excessive wear, severely distorted
pinion head and inner pinion bearing, and a
strong odor to the burned oil seen on internal
parts. Figure 1.45 and Figure 1.46.
Because the ring gear is partially submerged in
the axle oil and has less contact wear (about one
quarter as much contact wear as the drive pinion
gear), the drive pinion gear is the one that usually
suffers from low lubricant levels. Any axle
overheating due to low lube can progress to the
point that the gear tooth metal of the drive pinion
softens and deforms. Figure 1.45.

Lack of Lubrication
If an assembly was not filled with lubricant,
damage most likely occurs at relatively low miles
after installation. Bluing of internal parts and
plastic deformation of loaded gear teeth are
commonly seen with no initial lubricant. Of
course, there would be no burned oil because
none was put in the unit.

24

Figure 1.46 39196-11

Section 1
Overview of Component Damage
Fretting and Brinelling

Figure 1.47 39251d13

Fretting is a wear process caused by contact


vibration between two different metal surfaces. It
is also known as brinelling, friction oxidation,
chafing fatigue and wear oxidation.
Fretting happens when vibration causes the rollers
of a stationary bearing to slide up and down on
the race. If vibration continues for a long time,
grooves are worn into the race. Vehicles shipped
by rail, truck or boat over long distances are more
susceptible to bearing fretting.
In gears, stationary fretting wear appears as
sludge debris at or near the point of vibration.
Sludge debris forms from the vibration contact of
the two metals combining metal oxides with
grease or lubricant.
The color of the sludge depends on the quality of
the lubricant and the type of iron oxide that is
formed. Sometimes the sludge mix is called red
mud or cocoa. These oxides are generally
abrasive and so increase component wear. This
wear, however, is not as severe as in the case of
metal particles produced by pitting.

Flat spotting

Fretting is common in cases of torsional vibration


of the driveline, which can be identified by hard
lines of contact on the rear side gear teeth.
Figure 1.47.

25

Section 1
Overview of Component Damage
Indications to Look Further
Secondary Damage

Figure 1.48 39217-12

The drive pinion teeth have been broken off at the


head-end due to misalignment. Beach marks are
present and will indicate the point of origin. Notice
the initial fracture started at the root of the
heel-end, unlike a root beam bending fatigue
failure. Figure 1.48. This is an indication of
concentrated loading at the heel-end. Figure 1.49.
The pinion is not designed to absorb the loading
on the corner of the tooth. The loading should be
spread over the entire surface of the gear teeth.
The damage caused here is an indication of a
positioning problem of the ring and pinion. A
determination must be made as to what affected
the gear tooth positioning.
The ring gear has a dual contact pattern. The
original pattern indicates the ring and pinion were
originally set-up correctly. The second pattern
happened after the ring or pinion moved out of
position. A determination needs to be made as to
what affected positioning. Figure 1.50.
Sometimes the misalignment of a bearing or poor
set-up will cause the above damage.
Figure 1.49 JIM USE 22 OR 23

Figure 1.50 39217d01

Teeth broke in fatigue at heal end.

1 Original pattern
2 Secondary pattern

26

Section 1
Overview of Component Damage
Top lands of the pinion teeth have been smeared.
Figure 1.51. The top lands of the ring gear have
been smeared and several teeth have been broken
off at the toe-end. Figure 1.52. This damage is an
indication to look further. The gear teeth broke
from a foreign object going through the gear
mesh. The lands were smeared after the ring and
pinion ran out of position.

Figure 1.51 39259-03

The adjusting ring on the flange side has been


pushed out. The threads on the adjusting ring
have been stripped and the cotter pin bent. A
foreign object went through the gear mesh and
the forces created are naturally transmitted out the
flange side. The adjusting ring being made of
powder metal would be the weakest part and
would break. Figure 1.53.
A determination as to what foreign object went
through the gear mesh and caused the secondary
damage needs to be made.

Figure 1.52 39259-09

Figure 1.53 39203-06

27

Section 1
Overview of Component Damage
If a carrier is heavily loaded due to load weight,
engine torque or application, the wear on the ring
gear teeth can be a visible indication.

Figure 1.54 Jk01

A normally loaded gear tooth will still have milling


marks across the face of the tooth and phosphate
coating will still be visible on both the toe and heel
ends. Figure 1.54.
A heavily loaded gear tooth will have the milling
marks worn away and the phosphate coating will
be wiped from the face of the gear tooth.
Figure 1.55.
A determination needs to be made as to the
application and rating of the carrier.

Phosphate coating; Milling scratches

Figure 1.55 Jk02

Smooth face

28

Section 1
Overview of Component Damage
The side gear teeth in Figure 1.56 have been shock
loaded. More than one adjacent tooth, where each
pinion would ride, has been broken at the root.
The fracture is rough, crystalline in appearance.
These are known characteristics of an
instantaneous shock load.

Figure 1.56 Out of position gear

The side gear in Figure 1.57 has also been shock


loaded, but notice the teeth have been broken
halfway up the face near the pitch line. The
fracture has been smeared, but if it were not, it
would have a rough, crystalline appearance. We
know the gear has been heat treated because of
the brittle appearance of the break. The untreated
gear, Figure 1.58, looks rolled over at each end
and the teeth are worn to the root. Both ends of
each tooth remained because there was no
surface contact with the contacting teeth in this
area. An instantaneous fracture, Figure 1.56, due
to shock load would remove the teeth at their
roots. The gear teeth in Figure 1.57 were broken
near the pitch line. They broke in this location
because of a concentrated load induced on a
portion of the gear teeth face instead of on the
entire surface. This type of loading was induced
due to the gear being out of position. This
secondary damage would be an indication to
investigate further.
Figure 1.57 Shock loaded gear

Figure 1.58 Soft gear

1. Brittle appearance
2. Broken at pitch line, not root

1. Teeth worn to root


2. Part of the gear tooth left at each end
3. Ends rolled over

29

Section 2
Causes of Drive Axle Damage
Drive Axle Damage

Section of
Causes
2 Drive Axle Damage

The basic reasons for damage of drive axles falls


into general categories:
1. Vehicle application or vocation

NOTE: For additional information on Meritor Axle


Application Guidelines, contact Meritors
Customer Service Center at 800-535-5560.
Figure 2.1

2. Vehicle operation
3. Maintenance
4. Vehicle or powertrain modification

Vehicle Application/Vocation
Preventing damage starts with understanding the
application or vocation intended for the vehicle.
All vehicles and their components are designed to
give satisfactory service under given operating
conditions. Axles in particular are available in a
wide range of capacities to meet the requirements
of a wide variety of applications. Axles used in
operations which exceed their design limitations
will result in premature damage and reduced axle
service life.

GVW

a. Drive axles are rated in terms of the


maximum weight capacity of the housing
on the road in other words, the weight on
its back. This is called the Gross Axle
Weight Rating (GAWR).
b. The axle gearing is rated in terms of total
vehicle weight. The total vehicle weight is
GVW (Gross Vehicle Weight) for straight
trucks, buses, etc., and GCW (Gross
Combined Weight) for combination
vehicles. Figure 2.1. The rating (GVW or
GCW) determines the amount of work the
drive axle gearing must do to move the
vehicle.
c. Road grades also affect the axle gear rating.
d. The type of road surface determines the
road rolling resistance. The harder and
smoother the surface, the lower the
resistance. The softer and rougher the
surface, the greater the effort required.
It is essential that the vehicle be properly specified
to match the job it has to perform. The powertrain
must provide adequate power and gear ratio steps
to ease the vehicle into motion as well as to move
at operational speed. Care in specifying the axle to
match vocational needs is the first and most
important step toward ensuring satisfactory
performance and service life.

30

GCW

Section 2
Causes of Drive Axle Damage
Axle Fatigue
Fatigue is a common type of component damage
in an axle assembly. It results from repeated cyclic
loading of a component. A single load cycle may
not be great enough to cause the part to break
down, but repeated load cycles will gradually
weaken the part to the point of failure.
Three types of fatigue components are common in
axle carrier:

Figure 2.2
SURFACE FATIGUE
LARGE
BREAKDOWN LINE

LOAD

r Surface or contact fatigue, which affects


bearings and gear teeth
r Torsional fatigue, which affects shafts
r Bending fatigue, which affects gear teeth and
shafts
Steel parts subjected to different types of fatigue
load will show different characteristics. That is, the
characteristics of damage resulting from surface
or contact fatigue loaded parts (such as bearings
and gear teeth) differ considerably from those
resulting from bending or torsional fatigue (as in
axle shafts).

SMALL
FEW

MANY

NUMBER OF CYCLES

Figure 2.2 shows the characteristics of parts


subjected to surface or contact fatigue. When the
surface or contact load is large, component failure
occurs within only a few cycles, as indicated by
the breakdown line. As the load becomes smaller,
the number of cycles required to destroy the part
increases. No matter how small the load, repeated
cycles will eventually result in failure from surface
fatigue. The fatigue characteristics of bearings,
which are subjected to surface loads, follow the
surface fatigue breakdown line.

31

Section 2
Causes of Drive Axle Damage
Figure 2.3 represents the characteristics of parts
subjected to bending or torsional fatigue. When
the load is large, component failure occurs within
a small number of cycles. As the load becomes
smaller, the number of cycles required to damage
the part increases. When the load decreases even
further, the part can withstand an infinite number
of cycles without damage. The load corresponding
to the horizontal part of the diagram is the
endurance limit of the material. Shafts are
subjected to both bending and torsional loads.
Thus, their fatigue characteristics follow the
bending/torsional fatigue breakdown line.
Gears are subjected to both surface loads and
bending loads. Lightly loaded gears tend to suffer
damage from surface fatigue. As the load
increases, the damage changes from surface to
bending fatigue. Heavy loads on the gear teeth
will cause bending fatigue damage.
The two causes of fatigue damage to the carrier
assembly are:
r Exceeding the GVW/GCW rating of the carrier
r Operating the vehicle at a weight that exceeds
the carriers GVW/GCW rating reduces the
fatigue life of the components. The rated GVW/
GCW of a carrier changes with the road grade
and surface. As the grade increases, so does the
torque (load) required to move the vehicle.
Likewise, as the road surface changes from
hard to soft, the rolling resistance increases and
more torque is needed. Again, as the load
increases, fatigue life of the components
decreases.

Figure 2.3
BENDING/TORSIONAL FATIGUE
LARGE

BREAKDOWN LINE

LOAD
ENDURANCE LIMIT

SMALL
FEW

MANY

NUMBER OF CYCLES

Figure 2.4

HEAVY

AXLE HOUSING LIFE VS


GROSS AXLE WEIGHT

GAW
LOAD

GAWR

Housing Overload
The main contributor to axle housing damage is
structural or operational overload. This takes place
when the vehicle is loaded in excess of the plated
Gross Axle Weight Ratings (GAWR). When the
Gross Axle Weight (GAW) increases, axle housing
life decreases. Figure 2.4. Axle housing life is
virtually infinite if the load is at the plated GAWR.

32

LIGHT
SHORT

LONG

AXLE HOUSING LIFE

Section 2
Causes of Drive Axle Damage
Vehicle Operation
Vehicle operation or abuse, can damage a vehicle
and its components no matter how closely they
are matched to the job and how well they are
maintained.
Improper operation can cause either
instantaneous failure, or problems which will
result in reduced component life.
The operator must be properly trained to avoid
situations which would be harmful to the axle. The
vehicle operator must be aware that poor driving
habits may reduce component life.

Operational Component
Damage
Proper identification of these causes, and initiating
action to prevent reoccurrence will extend
component service life.
The most common types of drive axle component
damage result from spinout and shock loading.

Cause of Spinout Damage


Spinout is a term used to describe excessive
differential action. On a single rear axle, main
differential spinout occurs when one wheel
remains stationary while the other wheel is
spinning. In the case of tandems, spinout occurs in
the IAD when either one wheel or one axle spins
while its mate remains stationary. Several
different wheel-spin combinations can result in
spinout damage. Figure 2.5.
Spinout is due to improper vehicle operation. The
only effective long-term solution is driver
education.

33

Section 2
Causes of Drive Axle Damage
Figure 2.5a

Figure 2.5b
INTER-AXLE DIFF. ACTION

INTER-AXLE DIFF. ACTION

MAIN DIFF. ACTION

Figure 2.5c

Figure 2.5d
INTER-AXLE DIFF. ACTION

INTER-AXLE DIFF. ACTION

MAIN DIFF. ACTION

Figure 2.5e

Figure 2.5f
MAIN DIFF. ACTION

MAIN DIFF. ACTION

MAIN DIFF. ACTION

34

Section 2
Causes of Drive Axle Damage
Potential Differential
Spinout Scenarios

Figure 2.6

Backing Under a Trailer


When a tractor is backing under a trailer,
particularly one on which the landing gear is too
low, the extra effort could cause loss of traction
between the tire and the ground. The resulting
differential spinout is most likely to happen on wet
and slippery pavement or on unpaved surfaces.
Figure 2.6.

Starting on a Slippery Surface


Differential spinout damage can and often does
occur when the vehicle is started on a wet or
slippery surface. It is especially likely to happen
when the vehicle is bogged down in mud or snow
and the driver attempts to work it free by stepping
on the throttle and burning out. Figure 2.7.

Figure 2.7

Traveling on a Slippery Surface


Any moving vehicle encountering a wet or
slippery surface can lose traction and result in
differential spinout. This usually happens when
driving up a hill because of the additional torque
required to negotiate the grade. Figure 2.8.
In all these situations that result in spinouts,
certain assemblies are subject to damage. They
are:

SLIPPERY SURFACE

r IAD (sometimes called a power divider).


r Main differential.
To prevent differential spinout damage, most
Meritor tandem drive axles are equipped with IAD
lock outs. Most Meritor drive axles can also be
specified with main differential locks. Refer to
Meritor service and operation materials for
additional information on traction control.

Figure 2.8

SLIPPERY SURFACE

35

Section 2
Causes of Drive Axle Damage
Typical Shock Load Damage

Figure 2.9

Shock damage is another common type of axle


component damage. It can be defined as one
which results from a rapidly applied load, force or
torque severe enough to exceed the strength of
the axle shaft or carrier components.
Depending on the severity of the shock to the part,
the final component failure may not occur until
many miles later.
There are a number of operating conditions which
can result in shock load damage:
a. Backing under a trailer. Figure 2.9.
b. Hitting dry pavement with a spinning wheel.
Figure 2.10.
c. Missing a shift. Figure 2.11.
d. Popping the clutch. Figure 2.12.

Figure 2.10

e. Locking the inter-axle or main differential


during a spinout. Figure 2.13.
f. Improper use of creeper gears. Figure 2.14.

Backing Under a Trailer


Backing under a trailer, particularly if the landing
gear is too low, can shock the entire drivetrain.
This happens most often when the trailer is loaded
and the tractor is rammed back. By resisting the
action of the moving tractor, the trailer causes the
rotating parts of the drivetrain to stop while the
engine is still applying torque to keep them
moving. This rapidly applied torque, if severe
enough, can cause damage to the carrier or other
drivetrain components. Figure 2.9.

Hitting Dry Pavement With a


Spinning Wheel
This condition can cause a severe shock load in
the axle and drivetrain. When the wheel is
spinning, the axle components are rotating at high
speed. As the wheel contacts a dry surface or one
with greater traction, it slows down very rapidly. If
the deceleration is great enough, forces sufficient
to exceed the strength of the axle may result, and
cause component damage. Figure 2.10.

36

DRY
PAVEMENT

SLIPPERY
SURFACE

Section 2
Causes of Drive Axle Damage
Missing a Shift

Figure 2.11

Recovering from a missed shift can cause shock


loading and axle damage. Figure 2.11.

Popping the Clutch


If the wrong transmission gear is selected to start
the vehicle, there may not be enough torque
available at the wheels. In this situation the driver
may speed up the engine and rapidly release the
clutch, rather than shifting to a lower gear. This
action, called popping the clutch, frogging or
humping the vehicle, induces a rapidly applied
load in the drivetrain, and can result in shock load
damage. Figure 2.12.

Locking the Inter-Axle or Main Differential


During a Spinout

Figure 2.12

Any attempt to lock the IAD when the wheels are


spinning can cause severe damage to the clutch
collar and mating shaft splines, as well as to other
carrier components. If a wheel is slipping, the
differential should not be locked until the wheel
speed is stopped.
Any attempt to lock IAD or main differential while
the wheels are spinning (losing traction) can cause
damage. Figure 2.13.

Figure 2.13

DIFFERENTIAL
LOCK

UNLOCK

POOR

GOOD

TRACTION

37

Section 2
Causes of Drive Axle Damage
DCDL Lock Profile

Operation Tips IAD

The IAD divides the power equally between the


two axles of a tandem and does not allow the total
torque of both axles to exceed twice the torque of
the axle with the lower amount of tractive effort.
The IAD lock mechanically deactivates the
IAD, allowing the forward and rear drive axles to
provide maximum traction. The Driver-Controlled
Differential Lock (DCDL) deactivates the main
differential, providing maximum traction potential
from each wheel end of the axle.

The IAD is controlled by the driver.

Operation Tips DCDL

1. Keep the IAD switch in the UNLOCK position


under normal operating conditions, with good
traction.
2. For improved traction, lock the IAD when
approaching or anticipating icy or poor driving
conditions.
3. Always unlock the IAD when improved
traction is not needed and when the vehicle is
on a good road or highway.

1. The DCDL can be locked or unlocked if the


vehicle is standing still, or moving at a
constant, low speed when the wheels are not
spinning, slipping or losing traction.

4. After locking or unlocking the IAD, let up on


the accelerator to provide an interruption in
torque to the drivetrain. (Activating the IAD
lock is similar to shifting a manual
transmission with a clutch.)

2. When the DCDL is locked, the vehicle turning


radius increases. This condition is called
understeer. Always exercise caution, use
good judgment and drive at low speeds (under
25 mph) when the DCDL is locked.

5. Do not actuate the IAD switch while one or


more wheels are actually slipping, spinning or
losing traction. This may cause damage to the
axle.

3. Always unlock the DCDL as soon as maximum


traction is no longer needed and the vehicle is
traveling on a good road or highway.
4. Do not lock the DCDL when:
r The wheels are slipping or losing traction.
Doing so may result in axle damage.
r The vehicle is traveling down steep grades.
This may reduce vehicle stability and cause
the tractor and trailer to jackknife.

38

6. Do not spin the wheels with the IAD unlocked.


This may cause damage to the axle.
NOTE: For additional information on traction
control, contact Meritors Customer Service Center
at 800-535-5560.

Section 2
Causes of Drive Axle Damage
Improper Use of Creeper Gears
Main transmission creeper gears are designed for
specialized very low speed vehicle control or
positioning. Creeper gears are not typically used
during normal highway vehicle operation. If used
for high torque transfer, shock loading damage
may result to the axle carrier, drive shafts or
driveline components. Figure 2.14.
If severe enough, shock loads can cause instant
failure of the part. Less severe shock loads can
create a crack or point of origin from which
bending or torsional fatigue can start, even under
normal or reduced loads. No matter how small,
these cracks can result in fatigue within only a few
load cycles.
Figure 2.14

39

Section 2
Causes of Drive Axle Damage
Maintenance and Rebuilding

Maintenance and
Rebuilding Practices

Improper maintenance is another source of axle


damage. Regardless of how well the vehicle is
designed and correctly operated, if it is not
properly maintained at required service intervals,
premature axle component wear will occur,
eventually leading to failure.

The following actions are recommended to avoid


some of the more common problems that arise
during rebuilding:

Some premature component damage to the drive


axle carrier originates from improper rebuilding
practices. Component damage of this kind can be
avoided when mechanics know the correct
methods, have the proper replacement parts and
tools, and exercise care when rebuilding the
carrier.

The correct fastener torque values for satisfactory


carrier life are determined by extensive
engineering testing and can be assured only with
the use of torque wrenches. Maintenance manuals
containing these torques are available for
rebuilding operations.

It is important for the professional technician to


understand that there are a number of service
operations that do not require removal of the
carrier from the axle housing.
A carrier does not have to be removed from the
axle housing to:

Proper Tightening of Fasteners

Install Yokes Correctly


Most mating shafts for driveline yokes on current
production carriers have a helix lead on the spline
which requires that the yokes be pressed on and
properly seated.

1. Replace a leaking pinion seal

Use Proper Tools

2. Change lubricant

The use of proper tools during the rebuild cannot


be stressed too much. The price of a special tool is
small compared to the cost of a carrier component
damage that results from improper rebuilding.

3. Replace breather assembly


4. Adjust input and/or through shaft endplay of
the forward tandem axle carrier
A carrier may have to be removed if one or more
of the following symptoms are present:
1. Trucks with tandem drive axles will move only
when IAD is locked or engaged
2. Differential makes noise
3. Contaminated lubricant (i.e., silvery
appearance, metal pieces suspended in lube
or presence of water contamination).
4. High operating temperatures that have been
verified
5. Carrier casting broken, holes in case, etc.
6. Leak condition exists that is not caused by a
seal leak
7. Excess end play on hypoid pinion

40

Use Genuine Meritor Parts


Meritor genuine service parts are manufactured to
the same exacting specifications as the original
components. Will fit parts may be less
expensive initially, but may not provide
comparable performance and could result in
premature component failure, which is far more
expensive than the initial cost of quality parts.

Follow Maintenance Manual Procedures


Meritor has a full line of maintenance manuals.
Appropriate cautions and proper tools to be used
are also carefully spelled out. Manuals and wall
charts are available from Meritor. Contact
Meritors Customer Service Center at
800-535-5560.

Section 2
Causes of Drive Axle Damage
Lubrication-Related
Component Damage
Another cause of axle component damage
originates with the lubricant, or with lubricant
change practices. The lubricant which protects the
axle components has three key functions:

Figure 2.15
Oil level must be even with
bottom of fill plug hole.

r To reduce friction between parts,


r To carry heat away from parts, and
r To carry dirt and wear particles away from
parts.

FILL PLUG

When lubricated component damage occurs, it is


generally the result of improper maintenance and
has its roots in one of three basic problem areas:
r Low lubricant level
r Improper type of lubricant or lubricant with
depleted additives
r Contaminated lubricant
A closer look at these maintenance problem areas
follows:

Low Lubricant Level


When the lubricant level in an axle is too low, the
friction between the parts generates heat and
causes temperatures to increase considerably. If
the temperatures become high enough, the parts
may be harmed.
Low lubricant levels can result from inadequate
refilling, or from leaks. Figure 2.15. Maintenance
Manual 1, Lubrication, gives the correct oil
volumes for Meritor drive axles. Please note that a
common cause of leaking seals stems from a
clogged axle housing breather. Be sure to clean
and check the axle breather function before doing
further work on the axle wheel or shaft seals.

Improper Type of Lubricant or Lubricant


With Depleted Additives

Contaminated Lubricant
Another common cause of axle damage is
contaminated lubricant. This is defined as
lubricant which contains water, dirt, or wear
particles.
Lubricant can become contaminated by:
r Water and dirt entering the carrier through a
faulty wheel or shaft seal, the carrier-to-housing
joint or the axle housing breather.
r Wear particles generated from normal or
abnormal vehicle service.
Meritor axles contain magnetic drain plugs and
magnets as a standard feature. These magnets
isolate metallic particles as they settle to the
bottom of the axle housing.
In addition, Meritor offers tandem axles that
incorporate oil pumps. This system provides
pressurized lubrication. A spin-on oil filter
removes contaminants from the lubricant. It is still
essential to always follow the recommended
schedule for lubrication changes. Refer to
Maintenance Manual 1, Lubrication.

Use of improper lubricant or lubricant with


depleted additives is a major cause of gear set
damage. Meritor axles require lubricants that have
a GL-5 level of EP (extreme pressure) additives
because of the sliding and rolling action of hypoid
and spiral bevel gears. Gear lube that is not
formulated for use with these types of gears will
not provide adequate service life, and premature
component wear or damage will occur. Meritor
Automotive Maintenance Manual 1, Lubrication,
contains specification references for the correct
axle lubricant.

41

Section 2
Causes of Drive Axle Damage
Tire Matching

Figure 2.16

For optimum tire life, Meritor recommends


matching the tires to within 1/8-inch of the same
rolling radius and 3/4-inch of the same rolling
circumference. In addition, the total tire
circumferences of both driving axles should be
matched to each other as nearly as possible. This
will help to ensure optimum life of both tires and
axles. Figure 2.16.

Procedure
The vehicle should be on a level surface and
carrying a properly distributed rated capacity load.
Make sure that all tires are the same size. Measure
new tires to confirm that they are correctly
matched.
1. Inflate all tires to the same pressure.
2. Carefully measure the rolling circumference of
each tire with a steel tape.
3. Mark the size on each tire with chalk. Then
arrange them in order of size, from largest to
smallest.
4. Mount the two largest tires on one side of one
axle and mount the two smallest on the
opposite side of the same axle.
5. Mount the four tires on the other axle in the
same way.
6. Test run the vehicle to obtain accurate rear
axle lubricant temperature readings on the
two axle lubricant temperature gauges.
7. Vary tire air pressure (within the tire
manufacturer's recommended range) so the
temperature of both axles is within 30F of
each other and no higher than 220F. This
helps to ensure uniform loading and optimum
life of the tires.

42

Match tires of each axle:


to 1/8" of same radius
to 3/4" of same circumference
Total tire circumference of one drive axle should equal
total tire circumference of other drive axle.

Section 2
Causes of Drive Axle Damage
Torsional Vibration
Torsional vibration results from several factors,
most notably the power characteristics of today's
high-efficiency diesel engines, which can run at
lower rpm. It can be difficult to detect because the
driver is often well isolated within the cab. At
certain speeds, however, the driver may notice a
low-frequency growl or the rearview mirror
shaking, which may be signs of torsional
vibration. If unchecked, torsional vibration can
lead to major damage or total failure of the axle
components.
Axle components are generally less susceptible to
damage from torsional vibration than other
components in the powertrain. Some tandem
axles have experienced loosened nuts at the input
end and yoke wear, but most of these problems
have been resolved through the manufacturing
process. Tandem axle power dividers, however,
have shown component wear which may have
resulted from vibration. Meritor recommends
using an axle pump to supply increased
lubrication to axle gears and offset some vibration
problems. Single axles have larger rotating
components and thus experience fewer vibrationrelated problems. Check any noises coming from
the rear of the vehicle. These could either be axle
noises or warnings of driveline vibration.

Vehicle or Powertrain Modifications


Modifications to vehicle configuration can result in
premature failure or unsafe operating conditions.
These changes include but are not limited to:
r Horsepower
r Torque
r Vocation
r Suspension
r Transmission or axle ratio
r Retarders
r Tire size
Meritor Automotive must be consulted prior to
these modifications.

43

HANDLING
DAMAGE

EXCESSIVE
PRELOAD OR
OVERLOAD

TAPERED ROLLER BEARING


DAMAGE ANALYSIS

EXCESSIVE END
PLAY

The most common types of bearing damage that may result in a


reduction of bearing or application life are often caused by:

Roller spaced nicking


Raised metal on races from
contact with roller edges.

Rapid and deep spalling


caused by unusually high
stresses. Full race width
fatigue spalling is caused by
heavy loads creating a thin
lubricant film and possible
elevated temperatures.

Scalloping Uneven
localized wear resulting from
excessive end play.

insufficient maintenance practices


mishandling
improper installation and adjustment practices
inadequate lubrication

The following offers a quick reference to the common causes of


bearing damage.
Inclusion origin Spalling
from oxides or other hard
inclusions in bearing steel.

INADEQUATE
LUBRICATION*

Cage pocket wear Heavy


contact between the rollers
and cage pocket surfaces
caused by bearing operating
too loosely.

Roller nicking/denting
Rough handling or
installation damage.

WARNING!

FATIGUE SPALLING

Total bearing lock-up


Rollers skew, slide sideways
and lock-up bearing.

Roller end scoring Metal-tometal contact from


breakdown of lubricant film.

Geometric stress
concentration Spalling
from misalignment,
deflections or heavy loading.

Never spin a bearing with compressed air. The force of the


compressed air may cause the rollers to be expelled with great
velocity, creating a risk of serious bodily harm.
Proper bearing maintenance and handling practices are critical.
Failure to follow installation instructions and failure to
maintain proper lubrication can result in equipment failure,
creating a risk of serious bodily harm.
Cup-face denting
Indentations from hardened
driver.

1995 The Timken Company


Printed in U.S.A.
35M-11-95 Order No. 6347

If a hammer and mild steel bar are used for bearing removal,
fragments from the hammer, bar or the bearing can be released
with sufficient velocity to create a risk of serious bodily injury
including damage to your eyes.

Cone large rib face scoring


Welding and heat damage
from metal-to-metal contact.
Cone large rib face
deformation Metal flow
from excessive heat
generation.

THE TIMKEN COMPANY

* Excessive preload can cause


damage similar to inadequate
lubrication damage.

Point surface origin


Spalling from debris or raised
metal exceeding the lubricant
film thickness.

FOREIGN
MATERIAL

Abrasive wear Fine abrasive


particle contamination.

HIGH SPOTS IN
CUP SEATS

Localized spalling on the cup


race from stress riser created
by split housing pinch point.

CORROSION/
ETCHING

Etching Rusting with


pitting and corrosion from
moisture/water exposure.

IMPROPER FIT

ELECTRIC CURRENT

PEELING

Micro-spalling due to thin


lubricant film from high
loads/low RPM or elevated
temperatures.

Cone bore damage


Fractured cone due to out-ofround or oversized shaft.
Electric arc pitting Small
burns created by arcs from
improper electric grounding
while the bearing is
stationary.

Bruising Debris from other


fatigued parts, inadequate
sealing or poor maintenance.

Staining Surface stain with


no significant corrosion from
moisture exposure.

CAGE DAMAGE

FALSE BRINELLING

Cup spinning Loose cup fit


in a rotating wheel hub.

MISALIGNMENT

Grooving Large particle


contamination imbedding
into soft cage material.

Cage Deformation
Improperly installed or
dropped bearing.

Fluting
Series of small axial
burns caused by electric
current passing through the
bearing while it is rotating.

Line spalling Roller-spaced


spalling from bearings
operating after etching
damage.
Irregular roller path from
deflection, inaccurate
machining or wear of bearing
seats.

Rollers binding and skewing


Cage ring compressed during
installation or interference
during service.

Wear caused
by vibration
or relative
axial movement
between rollers and races.

TRUE BRINELLING

Damage
from shock
or impact.

FOREIGN
MATERIAL

Abrasive wear Fine abrasive


particle contamination.

HIGH SPOTS IN
CUP SEATS

Localized spalling on the cup


race from stress riser created
by split housing pinch point.

CORROSION/
ETCHING

Etching Rusting with


pitting and corrosion from
moisture/water exposure.

IMPROPER FIT

ELECTRIC CURRENT

PEELING

Micro-spalling due to thin


lubricant film from high
loads/low RPM or elevated
temperatures.

Cone bore damage


Fractured cone due to out-ofround or oversized shaft.
Electric arc pitting Small
burns created by arcs from
improper electric grounding
while the bearing is
stationary.

Bruising Debris from other


fatigued parts, inadequate
sealing or poor maintenance.

Staining Surface stain with


no significant corrosion from
moisture exposure.

CAGE DAMAGE

FALSE BRINELLING

Cup spinning Loose cup fit


in a rotating wheel hub.

MISALIGNMENT

Grooving Large particle


contamination imbedding
into soft cage material.

Cage Deformation
Improperly installed or
dropped bearing.

Fluting
Series of small axial
burns caused by electric
current passing through the
bearing while it is rotating.

Line spalling Roller-spaced


spalling from bearings
operating after etching
damage.
Irregular roller path from
deflection, inaccurate
machining or wear of bearing
seats.

Rollers binding and skewing


Cage ring compressed during
installation or interference
during service.

Wear caused
by vibration
or relative
axial movement
between rollers and races.

TRUE BRINELLING

Damage
from shock
or impact.

HANDLING
DAMAGE

EXCESSIVE
PRELOAD OR
OVERLOAD

TAPERED ROLLER BEARING


DAMAGE ANALYSIS

EXCESSIVE END
PLAY

The most common types of bearing damage that may result in a


reduction of bearing or application life are often caused by:

Roller spaced nicking


Raised metal on races from
contact with roller edges.

Rapid and deep spalling


caused by unusually high
stresses. Full race width
fatigue spalling is caused by
heavy loads creating a thin
lubricant film and possible
elevated temperatures.

Scalloping Uneven
localized wear resulting from
excessive end play.

insufficient maintenance practices


mishandling
improper installation and adjustment practices
inadequate lubrication

The following offers a quick reference to the common causes of


bearing damage.
Inclusion origin Spalling
from oxides or other hard
inclusions in bearing steel.

INADEQUATE
LUBRICATION*

Cage pocket wear Heavy


contact between the rollers
and cage pocket surfaces
caused by bearing operating
too loosely.

Roller nicking/denting
Rough handling or
installation damage.

WARNING!

FATIGUE SPALLING

Total bearing lock-up


Rollers skew, slide sideways
and lock-up bearing.

Roller end scoring Metal-tometal contact from


breakdown of lubricant film.

Geometric stress
concentration Spalling
from misalignment,
deflections or heavy loading.

Never spin a bearing with compressed air. The force of the


compressed air may cause the rollers to be expelled with great
velocity, creating a risk of serious bodily harm.
Proper bearing maintenance and handling practices are critical.
Failure to follow installation instructions and failure to
maintain proper lubrication can result in equipment failure,
creating a risk of serious bodily harm.
Cup-face denting
Indentations from hardened
driver.

1995 The Timken Company


Printed in U.S.A.
35M-11-95 Order No. 6347

If a hammer and mild steel bar are used for bearing removal,
fragments from the hammer, bar or the bearing can be released
with sufficient velocity to create a risk of serious bodily injury
including damage to your eyes.

Cone large rib face scoring


Welding and heat damage
from metal-to-metal contact.
Cone large rib face
deformation Metal flow
from excessive heat
generation.

THE TIMKEN COMPANY

* Excessive preload can cause


damage similar to inadequate
lubrication damage.

Point surface origin


Spalling from debris or raised
metal exceeding the lubricant
film thickness.

Section 3
Damaged Axle Review
Identifying Axle Damage

Section 3 Axle Review


Damaged

The most common causes of axle damage are:


r Spinout
r Shock
r Fatigue
r Lubrication
Many of the resulting types of damage can be
identified through simple visual inspection. The
photographs in this section show actual damaged
components to help technicians and operators
identify signs of current and potential problems.
It is important, however, to accurately identify
primary and secondary damage, as well as their
causes. This requires following effective, logical
failure analysis techniques. To aid in this process,
this section explains what signs to look for and
categorizes them as primary or secondary. Red
and yellow arrows identify primary and secondary
damage respectively. The text also provides
suggestions for resolving the immediate problem
and for preventing future breakdowns.
A Meritor Automotive District Service Manager
can also assist you in identifying specific
component problems, recommend corrective
action and arranging appropriate technician and/
or driver training.

44

Section 3
Damaged Axle Review
Bearing Adjusting Ring

Figure 3.1 39367d10

Visual Conditions
r Drive pinion teeth are fractured in root beam
fatigue mode. (Primary) Figure 3.1.
r The flange side adjusting ring shows parting
marks at the cap-to-case area. (Secondary)
Figure 3.2.
r The cotter pin on the main differential bearing
cap for the adjusting ring is bent outward.
(Secondary)

Primary Cause of Damage


Drive pinion teeth are segmented due to fatigue.
(Primary) Broken teeth jammed in ring gear
forcing the main differential to thrust the adjusting
ring outward. This sequence of events is
supported by evidence of bent pin and parting
marks on adjusting ring threads.
NOTE: Generally, adjusting ring damage is
secondary to some other root cause of carrier
damage.

Figure 3.2 39203d07

Preventive Actions
Operate vehicle within design specifications.
Part Code: Gear, Pinion
Condition Code: Root Beam Fatigue

1. Bent cotter pin


2. Stripped teeth

45

Section 3
Damaged Axle Review
Drive Pinion

Preventive Actions

Visual Conditions

Operate vehicle according to design-rated weight


limits.

r Three adjacent gear teeth are broken. (Primary)


Figure 3.3.

Part Code: Gear, Pinion


Condition Code: Root Beam Fatigue

r The adjusting ring has been pushed completely


out of carrier cap assembly. (Secondary)
r The cotter pin is bent 90 degrees from adjusting
ring movement. (Secondary) Figure 3.4.

Figure 3.3 39278d14

r Dark parting marks are present on the adjusting


ring where the ring was clamped between the
main differential bearing cap and the carrier
case. (Secondary) Figure 3.5.

Primary Cause of Damage


The original drive pinion tooth fracture was
induced by a moderate shock load. The fracture
propagated in fatigue until failure occurred. The
sheared adjusting ring teeth and bent cotter pin
were induced by the severe separation that
occurred when the loose tooth went through gear
mesh. Figure 3.3.

Figure 3.4 39218d20

46

Figure 3.5 29251d20

Section 3
Damaged Axle Review
Drive Pinion Gear

Figure 3.6 JIM USE 22 OR 23

Visual Conditions
r Pinion teeth are broken off at the heel of the
drive pinion gear. (Primary) Figure 3.6.
r Ring gear teeth may have secondary damage.
Figure 3.7.

Primary Cause of Damage


Position error between ring gear and drive pinion.
This is supported by the observation that the
fracture origins are on the heel of the three broken
pinon teeth.

Preventive Actions
Incorrect maintenance or rebuild practices. Refer
to the appropriate maintenance manual.
Part Code: Further investigation is required.
Primary cause of failure will determine proper
codes.
Condition Code: Identify primary cause to
determine code.

Figure 3.7 39217d01

1 Original pattern
2 Secondary pattern

47

Section 3
Damaged Axle Review
Drive Pinion Gear

Figure 3.8 30213d08

Visual Conditions
r The ring gear is worn to knife-like edges,
indicating extreme premature wear.
(Secondary) Figure 3.8 and Figure 3.9.
r The drive pinion gear premature wear is so
severe that the hardened tooth surfaces have
been worn away to the point that they no
longer mesh with the ring gear. Figure 3.8.
r Little evidence of heat, fairly clean gear set, and
no burnt lube indicate incorrect lube, metal
debris present.
r Check vehicle lubricant change history.

Primary Cause of Damage


Axle lubricant did not meet GL-5 specifications or
had exhausted its EP additive package creating the
excessive drive pinion and ring gear wear.

Preventive Actions
Maintain scheduled intervals for lubrication
maintenance. Refer to Maintenance Manual 1,
Lubrication.
Part Code: Lubricant
Condition Code: Incorrect

48

Figure 3.9 PC PHOTO 39192-45

Section 3
Damaged Axle Review
Drive Pinion Root
Beam Fatigue

Figure 3.10 39218d02

Visual Conditions
r Drive pinion gear teeth are broken off with deep
root bending fatigue beach marks. (Primary)
Figure 3.10 and Figure 3.11.
r Ring gear teeth damage is secondary.
Figure 3.10.

Primary Cause of Damage


Drive pinion has signs of overloading. The broken
pinion teeth have beach marks starting at the
roots. Pinion teeth were moderately overstressed
for a period of time, but one final load event
caused the three beach-marked teeth to
completely break away from the shaft.

Preventive Actions
Operate vehicle according to design rated limits.
Part Code: Gear, Pinion

Figure 3.11 PC PHOTO 39217-13

Condition Code: Root Beam Fatigue

1
2
3
4

Ratchet marks
Beach marks
Marred area
Final fracture

49

Section 3
Damaged Axle Review
Driveline/Torsional
Vibration Issues

Figure 3.12 39367d40

Visual Conditions
r Flattened to concave wear pattern on bevel
teeth of side gear and IAD pinions. Figure 3.12.
r Output shaft and side gear spline wear.
Figure 3.12 and Figure 3.13.
NOTE: These conditions are often accompanied
by looseness of the U-joint or previous
transmission synchronizer pin service.

Primary Cause of Damage


Incorrect driveline angles, driveline U-joint is out
of phase, unbalanced driveline, bent driveline or
incorrect suspension height.

Preventive Actions
Perform action checklist:
r Driveline inspection
r Driveline repair/adjustment
r Suspension adjustment
Part Code: Gear, Rear Side IAD
Condition Code: Bevel Teeth Worn

50

Figure 3.13 39367d44

Section 3
Damaged Axle Review
Driveline/Torsional
Vibration Issues

Figure 3.14 39251d18

Visual Conditions
r Flattened to concave wear pattern on bevel
teeth of side gear and IAD pinions. Figure 3.14.
r Output shaft and side gear spline wear.
Figure 3.15.
NOTE: These conditions are often accompanied
by looseness of the U-joint or previous
transmission synchronizer pin service.

Primary Cause of Damage


Incorrect driveline angles, driveline U-joint is out
of phase, unbalanced driveline, bent driveline or
incorrect suspension height.

Preventive Actions
Perform action checklist:
r Driveline inspection

Figure 3.15 39367d45

r Driveline repair/adjustment
r Suspension adjustment
Part Code: Gear, Rear Side IAD
Condition Code: Bevel Teeth Worn

51

Section 3
Damaged Axle Review
Driver-Controlled Differential
Lock (DCDL) Collar

Figure 3.1639170d10

Visual Conditions
r Axle shaft splines are twisted and distorted.
(Primary) Figure 3.16.
r The Driver-Controlled Differential Lock (DCDL)
shift collar is broken. (Secondary) Figure 3.17.

Primary Cause of Damage


Failure has resulted from driver induced shock
load.

Preventive Actions
Driver education/operational training.
Part Code: Shift Collar, Main Diff Lock
Condition Code: Broken
or
Part Code: Shaft, Axle Long
Condition Code: Broken, Body Diameter

52

Figure 3.17 39218d19

Section 3
Damaged Axle Review
Driver-Controlled Differential
Lock (DCDL) Collar

Figure 3.18 39213d07

Visual Conditions
r The DCDL collar is broken into many pieces.
(Primary) Figure 3.18.
r Shift fork leg is broken off. (Secondary)
Figure 3.19.
r The fracture surface is rough crystalline.

Primary Cause of Damage


Impact shock load is the root cause (Primary) and
is evident by instantaneous failure of the collar.
The DCDL shift fork failure is secondary to the
impact shock load.

Preventive Actions
Driver education/operational training.
Part Code: Shift Collar, Main Diff Lock
Condition Code: Broken

Figure 3.19 39282d01

53

Section 3
Damaged Axle Review
Flange Side
Differential Bearing

Figure 3.20 39278d05

Visual Conditions
r Flange side bearing rollers and race are spalled
at outer half of rollers. (Primary) Figure 3.20.
r Pinion teeth have severely spalled, subsurface
fatigue. (Primary) Figure 3.21.

Primary Cause of Damage


High loading and/or improper lube maintenance
are indicated by the localized spalled areas on the
pinion teeth and main differential bearing.

Preventive Actions
Operate vehicle according to design rated limits.
Follow recommended maintenance practices.
Part Code: Brg Cone, Main Diff (Flange Side)
Condition Code: Spalled, Rollers
or
Part Code: Gear, Pinion
Condition Code: Pinion Teeth, Spalled

54

Figure 3.21 39278d03

Section 3
Damaged Axle Review
Housings

Figure 3.22 39267d02

Visual Conditions
r The housings are cracked at the 10 oclock
position of the differential lock clearance notch.
(Primary) Figure 3.22.
r The cracks originate at the inner rib flange of
the housings and then run farther through the
bowl weld and into the axle housing cover.
(Primary) Figure 3.23.

Primary Cause of Damage


The axles were overloaded above the loaded
vehicle design specifications. This was a
misapplication of the selected axle to vocational
application.

Preventive Actions
Operate the vehicle according to design rated
limits.
Part Code: Hsg, Forward Axle or Hsg, Rear Axle

Figure 3.23 39217d03

Condition Code: Cracked Base Material

1. Crack
2. Indication of heavy loading

55

Section 3
Damaged Axle Review
Hypoid Set

Figure 3.24 Jk02

Visual Conditions
r Polished gear teeth on the ring gear.
Figure 3.24.
r Milling marks and phosphate coating still
present on gear teeth. Figure 3.25.

Primary Cause of Damage


If milling marks are worn and teeth are polished, it
is an indication of repeated overload.

Preventive Actions
Incorrect maintenance or rebuild practices. Refer
to the appropriate maintenance manual.
Part Code: Further investigation is required.
Primary cause of failure will determine proper
codes.
Condition Code: Identify primary cause to
determine code.

Smooth face

Figure 3.25 Jk01

Phosphate coating; Milling scratches

56

Section 3
Damaged Axle Review
Hypoid Set (Both Ring and
Drive Pinion Gears)

Figure 3.26 39182d29

Visual Conditions
r There is crows-footing on both the ring and
drive pinion gears. (Primary) Figure 3.26 and
Figure 3.27.
r The lubricant appears black and has a burnt
odor. (Primary)
r There is a large build up of burnt lube on the
non-working surfaces.

Primary Cause of Damage


Crows-feet on a hypoid set indicate lack of
lubricant or loss of EP additive package.

Preventive Actions
Maintain scheduled intervals for lubricant
maintenance.
Part Code: Causal Part or Lubricant

Figure 3.27 39182d04

Condition Code: Low Lube/Unidentified Cause

57

Section 3
Damaged Axle Review
Hypoid Gear Set (Inner Drive
Pinion Bearing)

Figure 3.28 39196d04

Visual Conditions (both hypoid


sets)
r The inner pinion bearing cage and rollers are
destroyed. (Primary) Figure 3.28 and
Figure 3.29.
r The ring gears are coated with burnt, black
lubricant, which has a strong odor. (Secondary)
Figure 3.28 and Figure 3.29.
r Crows-footing exists on both hypoid sets.
(Secondary) Figure 3.28 and Figure 3.29.
r The drive pinion gear is severely distorted.
(Secondary) Figure 3.28 and Figure 3.29.

Primary Cause of Damage


Insufficient or low lubricant levels promoted drive
gearset and bearing friction, which resulted in
buildup of excess heat. This raised the axle
lubricant temperature and destroyed the
remaining lubricant additive package.

Preventive Actions
Follow recommended lubrication maintenance
schedules in Maintenance Manual 1, Lubrication.
Part Code: Causal Part or Lubricant
Condition Code: Low Lube/Unidentified Cause

58

Figure 3.29 39196d08

Section 3
Damaged Axle Review
Inner Pinion Bearing

Preventive Actions

Visual Conditions

Maintain scheduled intervals for lubrication


maintenance. Refer to Maintenance Manual 1,
Lubrication.

r The inner pinion bearing cup and cone are


friction-welded together. (Primary) Figure 3.30.
r There are signs of severe scoring or
crows-footing on the hypoid set. (Primary)
Figure 3.31.
r The pinion shaft is broken in a torsional shear
mode behind the gear teeth. (Secondary)
Figure 3.30.

Part Code: Causal Part or Lubricant


Condition Code: Low Lube/Unidentified Cause
Figure 3.30 39269d05

r The surfaces of all the interior components


have a thick black burnt lube coating.
(Secondary)
r Once the pinion bearings are destroyed, the
pinion stem contacts the drive pinion cover and
wears a hole in the cover. (Secondary)
Figure 3.32.

Primary Cause of Damage


Low lubricant level caused excessive heat, which
depleted the additive package. Low lubricant level
then caused the inner pinion bearing to seize,
which resulted in the pinion shaft fracture.

Figure 3.31 39182d30

Figure 3.32JIM use 6 or 7

59

Section 3
Damaged Axle Review
IAD

Figure 3.33 39192d38T

Visual Conditions
r Component 1 is worn with galling. (Primary)
Figure 3.33.
r Component 2 is showing signs of excessive
wear. (Primary) Figure 3.33.
r Component 3 has one leg that is bent and one
gear that has seized to its leg. (Primary)
Figure 3.34.
r Component 4 has no legs remaining with the
spline collar. (Primary) Figure 3.34.

Primary Cause of Damage


Spinout is the primary cause of damage of
components 1, 3 and 4, as evidenced by excessive
galling on spider legs. Damage to component 2
resulted from excessive differential operation due
to mismatched tires, mismatched ratio, etc., as
evidenced by smooth and excessive wear.

Preventive Actions
Driver education/operational training.
Part Code: 1 Spider, IAD; 2 Spider, IAD;
3 Spider, IAD; 4 Spider, IAD
Condition Code: 1 Galled Legs; 2 Worn Legs,
No Galling; 3 Galled Legs; 4 Galled Legs

60

Figure 3.34 39192d41

Section 3
Damaged Axle Review
IAD

Figure 3.35 39251d38

Visual Conditions
r Pinions excessively loose on spider legs.
(Primary)
r The pinions have worn into the IAD case.
(Primary) Figure 3.35.
r The pinion washers have broken up due to
fatigue. (Secondary) Figure 3.36.
r One pinion washer is paper thin. (Secondary)
r The lubricant is highly contaminated with
abrasive particles. (Secondary)
r The thrust washers have been destroyed from
fatigue. Figure 3.37.

Primary Cause of Damage


Spinout damage is primary cause of failure. Worn
IAD case, thin washers or missing washers are
due to abrasive particles generated from spinout.

Preventive Actions
Driver education/operational training.
Part Code: Spider, IAD
Condition Code: Galling
Figure 3.36 39192d13

Figure 3.37 JIM use 26 or 27

61

Section 3
Damaged Axle Review
IAD

Figure 3.38 39170d14

Visual Conditions
r The exposed spider leg has galling. (Primary)
Figure 3.38.
r All spider legs show evidence of galling.
(Primary) Figure 3.38.
r One pinion is missing from the IAD assembly.
(Secondary) Figure 3.39.
r The IAD case inside walls are gouged and
scuffed. (Secondary) Figure 3.39.
r There is no case separation. Figure 3.39.

Primary Cause of Damage


An IAD spinout event, indicated by spider galling,
is the root cause of the missing and worn pinions.
Figure 3.38. The missing gear is the result of a
spinout event, possibly combined with shock
loading. Figure 3.39.

Preventive Actions
Driver education/operational training.
Part Code: Spider, IAD
Condition Code: Galling

62

Figure 3.39 39192d47

Section 3
Damaged Axle Review
IAD Spider

Figure 3.40 39192d39

Visual Conditions
r The IAD spider has severe scoring on spider
legs. (Primary) Figure 3.40.
r The IAD spider has excessive wear on three
non-seized legs. (Primary) Figure 3.40.
r One leg of the spider is bent with severe wear.
(Primary) Figure 3.40.
r The pinions are galled, chipped and excessively
worn. (Primary) Figure 3.41.
r One pinion spins but will not slide off its spider
leg. (Primary) Figure 3.40.

Primary Cause of Damage


Spinout or excessive differential operation is the
primary cause.

Preventive Actions
Driver education/operational training.

Figure 3.41 39182d16

Part Code: Spider, IAD


Condition Code: Galling

63

Section 3
Damaged Axle Review
IAD Spider
Visual Conditions
r The pinions have severe galling. (Primary)
Figure 3.42.
r Two loose IAD spider legs have seized inside
the pinions. (Primary) Figure 3.42.
r The four spider legs have been sheared from
the spider at the splined hub area. (Secondary)
Figure 3.42.
r The differential case halves have separated and
are broken into pieces. (Secondary) Figure 3.42.

Primary Cause of Damage


A spinout event has destroyed the IAD assembly.

Preventive Actions
Driver education/operational training.
Part Code: Spider, IAD
Condition Code: Galling

64

Figure 3.42 39192d12

Section 3
Damaged Axle Review
Low Lube

Figure 3.43 39192d01

Visual Conditions
r Bearing is blackened and dry. (Primary)
Figure 3.43.
r Bearing rollers are scored and deformed.
(Primary) Figure 3.43.
r Ring gear is black with burned lube coating.
(Secondary) Figure 3.44.

Primary Cause of Damage


Low lube levels resulted in oil starvation of the
bearing. Strong evidence of low lube exists from
the burned lube coating on the ring gear and other
components.

Preventive Actions
Check axle lube levels regularly. Follow
recommended maintenance lubrication intervals
in Maintenance Manual 1, Lubrication.
Part Code: Lubricant

Figure 3.44 39196d06

Condition Code: Low Lube/Unidentified Cause

65

Section 3
Damaged Axle Review
Main Differential Spider

Figure 3.45 39233d06

Visual Conditions
r Several main differential spider legs have a
seized gear. (Primary) Figure 3.45.
r Three legs are broken off the spider. (Primary)
Figure 3.45.
r Two gears have a broken leg seized inside.
(Primary) Figure 3.45.
r One thrust washer is distorted and loose inside
main differential case. (Primary)
r Three washers have excessive abrasive wear.
(Primary) Figure 3.46.

Primary Cause of Damage


This is an illustration of main differential failure
due to spinout (excessive differential action).

Preventive Actions
Driver education/operational training.
Part Code: Spider, Main Diff
Condition Code: Spinout

66

Figure 3.46 PC 39328d00

Section 3
Damaged Axle Review
Main Flange Side
Differential Bearings

Figure 3.47 39282d14

Visual Conditions
r Flange side differential bearing rollers are pitted
and spalled. (Primary) Figure 3.47.
r The flange half of the main differential case is
missing its bearing cage and rollers. (Primary)
Figure 3.48.
r The flange side differential bearing inner cone
is scuffed and galled. (Primary) Figure 3.48.

Primary Cause of Damage


Primary cause is contamination in the lubricant
and/or overloading.

Preventive Actions
Maintain proper lubrication intervals.
Part Code: Brg Cone, Main Diff (Flange Side)
Condition Code: Spalled Rollers or Spalled Inner
Race

Figure 3.48 39251D02

67

Section 3
Damaged Axle Review
Pinion Nut
Visual Conditions
r There is evidence on the drive pinion end
threads that some nut backoff may have
occurred. (Primary) (1) Figure 3.49.
r Drive pinion spline shows evidence of wear
from a loose yoke. (Primary) (2)
r Shifting drive pinion contact pattern indicates
the assembly was running out of position.
(Primary) (2)
r Two different contact wear patterns are visible
on the drive pinion teeth. (Primary) (2)
r The spigot bearing inner cone is on the shaft
and shows excessive wear. (Secondary) (3)
NOTE: The cage and rollers are missing.
r The inner pinion bearing rollers are spalled
toward the large end of the rollers. (Secondary)
r Bearing spacer shows light galling at bearing
contact surfaces. (Secondary)

Primary Cause of Damage


The drive pinion nut lost its specified preload or
was not properly torqued at rebuild. It then slowly
backed off, gradually allowing the drive pinion
shaft to move out of position. Two different
contact wear patterns are visible on the drive
pinion teeth. The localized spalling seen on the
inside portion of the bearing rollers and the
shifting drive pinion contact pattern indicates the
assembly was running out of position.

Preventive Actions
Torque the drive pinion nut according to
maintenance procedures.
Part Code: Nut, Drive Pinion
Condition Code: Loose

68

Figure 3.49 39259d05

Section 3
Damaged Axle Review
Plain Half Differential Case

Figure 3.50 39203d10

Visual Conditions
r DCDL splines are worn away on both examples.
(Primary) Figure 3.50 and Figure 3.51.

Primary Cause of Damage


The driver has misused the driver-controlled
differential lock. Repeated misuse of the DCDL has
taken place and is evident from extreme tooth
wear. Figure 3.50 and Figure 3.51.

Preventive Actions
Driver education/operational training on correct
DCDL operation.
Part Code: Main Diff Case Plain Half
Condition Code: Damaged DCDL Splines

Figure 3.51 39176d22

69

Section 3
Damaged Axle Review
Main Differential Case-to-Case
Joint Separation

Figure 3.52 PC PHOTO 39261-08

Visual Conditions
r Case-to-case bolts broke by a bending fatigue.
Figure 3.52. Galling between bolt holes at the
main differential case joint. Notches on main
differential case halves for cross shaft often
wallowed out. Figure 3.53.

Primary Cause of Damage


Case-to-case joint separation is caused by a
driveline chucking (forward to reverse motion)
usually related to heavy loading and rough surface
applications. The 145 axle may get over applicated
in these types of vocations (via stock truck
transactions).

Preventive Actions
Misapplication and/or driver abuse (i.e., excessive
chucking).
Part Code: Bolt, Main Diff Case
Condition Code: 603 Fatigue

70

Figure 3.53 PC PHOTO 39282-08

Section 3
Damaged Axle Review
Pump Systems Screens

Figure 3.54 39278d15

Visual Conditions
r Oil screens are shown for reference purposes.

Primary Cause of Damage


Screen Number 1 shows normal. Figure 3.54.
Screen Number 2 shows severe contamination of
burnt lube with some silastic, along with dirt and
particulate contamination. When the screen was
removed from the carrier, the lubricant had a thick,
black, sludge-like property which could starve the
oil pump. Figure 3.54. The screen came from axle
that failed due to low lube.
Screen Number 3 is full of metal chips and
particles. The lube appeared acceptable in the
carrier. Large particle accumulation is most likely
from problems that occurred prior to this carrier
teardown. Figure 3.55.

Preventive Actions
Maintain scheduled lubrication changes according
to intervals of accumulated mileage, along with
periodic checking of axle lubricant fill levels.
Screens must be inspected, cleaned or replaced
during axle overhaul. When applying silicone
gasket material, the bead diameter must not
exceed 0.125-inch (3 mm). Too much gasket
material can block lubrication passages, resulting
in damage to the components.

Figure 3.55 PC 39278d16

Part Code: Screen and Plug Assy


Condition Code: Identify material clogging screen
and determine source to establish primary cause
of failure.

71

Section 3
Damaged Axle Review
Rear Side Gear

Figure 3.56 39261d16

Visual Conditions
r Rear side gear has excessive tooth wear deep
into the material. (Secondary) Figure 3.56.
r IAD pinion teeth are excessively worn.
(Secondary) Figure 3.57.

Primary Cause of Damage


Tooth wear has occurred due to torsional
vibration.

Preventive Actions
Vehicle inspection is required to determine
specific cause. Check driveline conditions
(specifically driveline angles) and air ride height.
Perform action checklist:
r Driveline inspection
r Driveline repair/adjustment
r Suspension adjustment
Part Code: Gear, Rear Side IAD
Condition Code: Bevel Teeth Worn

72

Figure 3.57 39261d13

Section 3
Damaged Axle Review
Ring Gear

Figure 3.58 39192d47b

Visual Conditions
r The ring gear segmented into many pieces.
(Primary) Figure 3.58.
r The drive pinion gear shows evidence of recent
distinct change of contact pattern. (Secondary)
r All ring gear teeth show fatigue fracture
cracking at separation. Figure 3.59.
r The ring gear teeth cracks originate on coast
side of tooth roots. Figure 3.59.

Primary Cause of Damage


Severe operating conditions, with typical
indications of vehicle overloading, have occurred.
There is evidence of severe overloading involving
an engine retarder (used for downhill engine
braking) that overstressed the coast side of the
ring gear teeth.

Preventive Actions

Figure 3.59 39192d49

Adhere to the axle load limitations according to


original manufactured design.
Part Code: Gear, Ring
Condition Code: Root Beam Fatigue

73

Section 3
Damaged Axle Review
Ring Gear

Figure 3.60 39367d13

Visual Conditions
r The ring gear is segmented into pieces, each
showing root beam fatigue originating at the
coast side root. (Primary) Figure 3.60 and
Figure 3.61.
r The main differential bearing components are
heavily spalled. (Shared Primary) Figure 3.62.
r The flange of the differential case half is
separating. (Secondary) Figure 3.63.
r The gear-to-case bolts were reported as loose.
(Secondary)
r Heavy thrust screw contact on backside of ring
gear.

Primary Cause of Damage


The ring gear broke first (Shared Primary) in a
deep, root-bending fatigue mode on the coast side
due to overloading. The flange half bearing
condition is due to coast overloading. (Shared
Primary) This would indicate that the vehicle was
overloaded while traveling downhill with heavy
retardation (engine brakes, etc.). This is confirmed
by the heavy thrust screw contact that occurs
during extreme coast loading. Figure 3.60. The
loose gear to case fasteners were not related to
the gear failure. The gear fracture origin is at the
root of the gear teeth. A fracture induced by loose
bolts would originate at the bolt hole. Figure 3.61.

Preventive Actions
Operate vehicle according to design rated limits.
Part Code: Gear, Ring
Condition Code: Root Beam Fatigue

74

Figure 3.61 39367d12

Section 3
Damaged Axle Review
Ring Gear (Continued)
Figure 3.62 39182d19

Figure 3.63 39267d06

75

Section 3
Damaged Axle Review
Seals
Visual Conditions
r This forward output through shaft area is not
entirely dry and looks like a weeper. Signs of
weeping may be acceptable and may not
require immediate seal replacement.
Figure 3.64.

Primary Cause of Damage


No damage is likely. Weeping substance is
packing grease purged from normal operation.

Preventive Actions
Clean oil and dirt from carrier. Check fluid level
and monitor the area carefully for future leaks.
Part Code: Seal, Rear Pinion
Condition Code: Leaking

76

Figure 3.64 38521d37

Section 3
Damaged Axle Review
Seals

Figure 3.65 38521d33

Visual Conditions
r Lubricant is leaking at the seal area. Figure 3.65.

Primary Cause of Damage


Most frequently, dirt is ingested in seal lip area, or
seal life is exhausted.

Preventive Actions
Replace the seal, using proper tools/techniques.
Check the lubricant level and refill to the required
level.
Refer to the appropriate axle maintenance manual.
Part Code: Seal, Output Shaft
Condition Code: Leaking

77

Section 3
Damaged Axle Review
Seals
Visual Conditions
r Lubricant is leaking at the seal area. Figure 3.66.

Primary Cause of Damage


Most frequently, dirt is ingested in seal lip area, or
seal life is exhausted.

Preventive Actions
Replace the seal, using proper tools/techniques.
Check the lubricant level and refill to the required
level.
Refer to Maintenance Manual 1, Lubrication.
Refer to the appropriate axle maintenance manual.
Part Code: Seal, Output Shaft
Condition Code: Leaking

78

Figure 3.66 38521d36

Section 3
Damaged Axle Review
Seals

Figure 3.67 38521d05

Visual Conditions
r Lubricant is leaking at the seal area. Figure 3.67.

Primary Cause of Damage


Most frequently, dirt is ingested in seal lip area, or
seal life is exhausted.

Preventive Actions
Replace the seal, using proper tools/techniques.
Check the lubricant level and refill to the required
level.
Refer to Maintenance Manual 1, Lubrication.
Refer to the appropriate axle maintenance manual.
Part Code: Seal, Output Shaft
Condition Code: Leaking

79

Section 3
Damaged Axle Review
Side Gear
Visual Conditions
r Carrier noise was reported.
r One tooth from main differential pinion is
broken off. (Primary)
r One tooth from side gear is broken off and
several others are cracked. (Primary)
r Side gear teeth adjacent to the broken tooth are
cracked at base. (Primary) Figure 3.68.
r Both gear tooth breaks have rough crystalline
fractures. (Primary) Figure 3.68.

Primary Cause of Damage


Crystalline appearance at gear teeth breaks
indicates that instantaneous shock load caused
tooth breakage at the main differential side gear
and one pinion. Shock load resulted from driver
error, such as one wheel spinout while hitting dry
pavement.

Preventive Actions
Driver education/operational training.
Part Code: Gear, Side Main Diff
Condition Code: Bevel Teeth Broken
or
Part Code: Gear, Pinion Main Diff
Condition Code: Pinion Teeth Broken

80

Figure 3.68 39193d11b

Section 3
Damaged Axle Review
Side Gear Thrust Washer

Figure 3.69 39176d10

Visual Conditions
r Thrust washer has seized onto the side gear.
(Primary) Figure 3.69.
r Thrust washer has signs of dark burned
lubricant and galled areas. (Primary)

Primary Cause of Damage


The thrust washer seized onto the side gear due to
lack of lubrication during spinout.

Preventive Actions
Driver education/operational training.
Part Code: Washer, Thrust Main Diff Side Gear
Condition Code: Worn

81

Section 3
Damaged Axle Review
Thrust Washers

Figure 3.70 39192d15

Visual Conditions
r One leg has broken from the spider and seized
within the journal of the pinion gear. (Primary)
Figure 3.70.
r All four legs of spider show excessive wear and
galling. (Primary) Figure 3.70.
r The thrust washers are worn. (Secondary)
Figure 3.71.

Primary Cause of Damage


Vehicle operating in a spinout condition as
evidenced by wearing, galling and seizing of
pinions to spider leg journal.

Preventive Actions
Driver education/operational training.
Part Code: Spider, IAD
Condition Code: Galling

82

Figure 3.71 JIM use 26 or 27

Meritor Heavy Vehicle Systems, LLC


2135 West Maple Road
Troy, MI 48084 USA
800-535-5560
arvinmeritor.com

Information contained in this publication was in effect at the time the publication was approved for printing and is
subject to change without notice or liability. Meritor Heavy Vehicle Systems, LLC, reserves the right to revise the
information presented or discontinue the production of parts described at any time.
Copyright 2000
ArvinMeritor, Inc.
All Rights Reserved

Printed in the USA

TP-9955
Issued 06-00
16579/24240

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