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Sherman the '81 Pickup

Provience said:
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I'd be more interested in finding a nee case half.

Or grind and reweld what you've got.

What are you running for oil? With the wear, might want to try something thicker/heavier. Otherwise, it's just color and will probably be fine for a good while longer:flipoff2:
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80w90 gl5 gear oil of various brands over the years. I saw those too but the cracks don't extend further than the surface near the bearing holes. Fingers crossed.
 
Clb said:
lets see iffn the yota guys can shed some light, :stirthepot:
Going off memory here:homer:

Aisin YotaAtieToo Provience Slander Squamch Steve300xcw Sluggy

and iffn I missed you don't get butthurt guys:flipoff2::beer:
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I'd just replace all that stuff while it's a apart, especially if he has the stock parts already. A new coupler is pretty cheap, should have done the new coupler and 23 spline 4.7s anyway.

Provience said:
1000006625~2.jpg


I'd be more interested in finding a nee case half.

Or grind and reweld what you've got.

What are you running for oil? With the wear, might want to try something thicker/heavier. Otherwise, it's just color and will probably be fine for a good while longer:flipoff2:
Click to expand...

Like others said, casting marks, Toyota cases seem to have a fair amount of them.
 
My aftermarket cases have a casting marks in a similar location.
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I have a "lightly used" 23 spline, 4.70 gear set for sale if you are interested.
YyN17ov9yMcEnW32YEnZ5=w854-h641-s-no-gm?authuser=0.jpg
 
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I figured it out!

The old style dual case adapters used a single bearing setup that require a large spacer between the low speed gear and the adapter bearing. This spacer is not captured and can spin freely with the bearing and get hot. If you don't use the correct spacer the low speed gear will clearance the bearing retainer hardware lol.
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zMg7ORLoHteQBJJeYhSuQ=w854-h641-s-no-gm?authuser=0.jpg


The new style dual case adapters with 2 bearings use a thinner spacer/ thrust washer which is captured with a 1/4" detent ball. The spaced doesn't spin around on the coupler creating heat. I cant seem to find the larger spacer for the old style adapter. I am going to see if I can have one machined locally.
7W5kVGJjk1mtlgjJ4RXTO=w854-h641-s-no-gm?authuser=0.jpg
wB29yETX1dHFvjqSM2c6S=w854-h641-s-no-gm?authuser=0.jpg
 
Pitbullcruiser said:
I figured it out!

The old style dual case adapters used a single bearing setup that require a large spacer between the low speed gear and the adapter bearing. This spacer is not captured and can spin freely with the bearing and get hot. If you don't use the correct spacer the low speed gear will clearance the bearing retainer hardware lol.
3T6j5R0xfUuX6bcfpeOTW=w854-h641-s-no-gm?authuser=0.jpg

zMg7ORLoHteQBJJeYhSuQ=w854-h641-s-no-gm?authuser=0.jpg


The new style dual case adapters with 2 bearings use a thinner spacer/ thrust washer which is captured with a 1/4" detent ball. The spaced doesn't spin around on the coupler creating heat. I cant seem to find the larger spacer for the old style adapter. I am going to see if I can have one machined locally.
7W5kVGJjk1mtlgjJ4RXTO=w854-h641-s-no-gm?authuser=0.jpg
wB29yETX1dHFvjqSM2c6S=w854-h641-s-no-gm?authuser=0.jpg
Click to expand...
Thanks for confirming my suspicions. That design on the older adapter definitely caused an oiling/heat issue in my case. I was able to get a hold of both trail gear and yota masters. Yotamasters is sending me the new spacer. The older larger spacer is sort of available from trail gear. The part number 100057-1 is available but you have to call them directly. Luckily I have a spare 2.28 low speed gear from doing the case gears. It has been a pain in the butt getting this sorted but I think I've got it figured out.
Just waiting on those 23 spline gears to show up today.👍
 
Looks like you guys got it figured out, hit me up TheeCaseyH if you need any other gear drive parts. Got a bunch of stuff in storage at my shop.

X2 on TG using only one bearing on the older setup.
 
YotaAtieToo said:
I know it's not my money to spend, but if planning on driving it on the road much, I'd go with the newer style bearing set up
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I totally agree. I knew I was going to have bad parts in this case but not $800 worth of bad parts. So if I get another 10 years out of this thing I'm OK with that.
 
TheeCaseyH said:
I totally agree. I knew I was going to have bad parts in this case but not $800 worth of bad parts. So if I get another 10 years out of this thing I'm OK with that.
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Fair enough.

Dual case parts are so crazy these days, add that to the high price of used cases, you hit atlas money really fast. :homer:
 
Slander said:
I can't imagine not having 4.7s with a 3.4. Nice to have options
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Fair enough. I always liked the options with 2.28/4.7, but I like the 2.28/3.8/4.10s I have currently way better. I just started to realize I like 130:1 ish a lot with 4 cyls, so I figured dual 2.28s and 5.29s would be great with a V6.

Does the 3.4 not have like 3x's the idle tq that a 22re does? :laughing:
 
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YotaAtieToo said:
Fair enough. I always liked the options with 2.28/4.7, but I like the 2.28/3.8/4.10s I have currently way better. I just started to realize I like 130:1 ish a lot with 4 cyls, so I figured dual 2.28s and 5.29s would be great with a V6.

Does the 3.4 not have like 3x's the idle tq that a 22re does? :laughing:
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yes but I still wished it was slightly lower than dual 2.28s. There are times I'd like to go slower and when I had the 22r I could run it below idle. The 3.4 has the IAC so it keeps trying to bump the idle
 
Well I thought I had a bad throw out bearing but it seems I have yet another set of pinion bearings going bad. The first set was on a 4 cylinder 8 inch which resulting in catastrophic failure at Buck Island. Now the E-locker is making a shit ton of the same noise that last set had before they blew up. I think I may have to stop hitting my pinion flanges on rocks 🤷‍♂️

This has given me the motivation to get the 9.5" axle together. So far I have cut apart a 1985 "1 ton" pickup and the FJ 40 axle housings and I am test fitting it all together with the IFS width shafts.

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Made a little progress today. I can't tolerate the shed in 113 degree heat. So I'm trying to do like an hour here and there to get this done.

Cleaned the axle tubes up and drilled holes in the fj housing for plug welds. After fitting the first gen pickup tubes like 3-4 times I tacked them in. The axle shaft slides in nice and smooth with no binding when it spins. Got the housing and tube parallel with 1 degree.
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This is what I cam up with for spline engagement for the axle shaft and spider gear. The shafts splines are just proud of the c-clip spider gear. I'm open to suggestions if this is sufficient.
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Progress has been slow but moving forward.

Got the whole housing welded up, gears setup (fingers crossed they don't blow up the first trip out), parking brake cable is mounted, and brake lines are ran. Although I need to go back and do a better job on the brake lines but I'm getting into a time crunch for a trip. However I already love having a fill hole in the top of the axle housing because fuck pumping/squeezing gear oil in sideway.
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I started getting everything bolted up and then I found a damn broken leaf spring. So now I'm also swapping the f150 springs for 63s that have been collecting dust in the shed:homer:.
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Finally got it all buttoned up and the first test drive was a success. No more howling. No new noises from the gears and no funny vibrations. Having never setup new gears before this is a huge relief.
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The 63s ride pretty good too. I did kind of rush mounting the shackle hangers so my shackle angle is pretty flat. I'm going to throw some longer shackles on and see what happens. Worst case I'll extend my bump stops accordingly and plan C I can always go back to the f150s.
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And just cuz, this is very handy :lmao:
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No new updates but I did pull the 8inch elocker out of my old axle to inspect it. I thought it was bad bearings but I was wrong. It almost looks like the heel of the ring gear was eating the middle of the pinion gear. These gears were only a couple years old and about 10k miles. All the witness marks from the shop that built it lined up. The gears were howling and backlash was massive.

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Fwiw
I have had professional "rear end" shops fail at 200% of the job of setting up toyota 3rds.
Dropped off 2, 1 low pinnion,1 high pinnion.
There was zero preload on either pinnion and the high pinnion they put the arb port @6 o clock...
Funny the name was
"The rearend shop"
In sant rosa ca...
Allways a crapshoot paying for professional service these days...
 
Clb said:
Fwiw
I have had professional "rear end" shops fail at 200% of the job of setting up toyota 3rds.
Dropped off 2, 1 low pinnion,1 high pinnion.
There was zero preload on either pinnion and the high pinnion they put the arb port @6 o clock...
Funny the name was
"The rearend shop"
In sant rosa ca...
Allways a crapshoot paying for professional service these days...
Click to expand...
The last diffs I took to him were 8 inch 4cyl thirds and 1 lasted 9 years, the other is just starting to make noise after all this time. I'll probably end up selling this e locker and get a high pinion 8 inch rather than re gear it.
 
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