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Click here for Salisbury Ford (Atlas) axle rebuilds

  Timken (English)
  Timken (English)

The Timken Ford axle, which has acquired the name "English" axle, was fitted to a wide range of vehicles for twenty years. From the beginning to the present time the axle has been widely used for competition purposes as it is relatively strong and has a variety of ratios to choose from. Rebuilding the differential correctly is a specialist job but it is 30 years since they were last produced and with the passing of time people with the experience, knowledge, skill and the right equipment have mostly gone. It is not surprising that we have found there are those who think rebuilding a differential is just a parts changing job and are not aware of the requirements to achieve a successful rebuild. Over the years we have seen numerous differentials that were "rebuilt" with either a good condition or new reproduction crown wheel and pinion that has rapidly become noisy and worn because it was not built correctly.

Differentials are supplied on an outright basis or a customer's unit can be rebuilt.

We have a very long experience of rebuilding Ford Timken differentials, a large range of components to draw from and an established rebuild process. First a casing is selected, chemically cleaned and then inspected for damage, cracks, corrosion and the pinion bearing and side bearing housings are checked for size and that they are round. Some casings fail these checks, but those that are satisfactory have the internal casting and stress raising irregularities ground out. The gasket flange is also checked for distortion and is corrected if required by remachining the face. The casing has a final chemical clean and is painted externally.

The drive flange is the next part worked on. Many of these are found to be beyond further use due to wear, damage or corrosion. A suitable flange of the size required to fit the cars propshaft (there are 4 variants) is machined on the front face and the end face to ensure the surfaces are flat.

Next a crown wheel carrier is selected and chemically cleaned and inspected for damage, wear and cracks. Many carriers are not suitable for further use. Two planet gears and a shaft and two side gears are also selected and inspected for damage, wear and cracks. Again, many of these are not reusable. With a set of parts in good condition the carrier is rebuilt with new selective fit thrust washers. The planet gear shaft retaining pin is welded in to prevent it falling out and causing damage.

The most important aspect of the rebuild is achieving correct meshing of the crown wheel and pinion teeth. Also the correct rotational torque on the pinion and the correct preload on the carrier bearings. To help achieve this we use original Ford service tools and specifications and a lot of experience that is especially useful with some reproduction crown wheel and pinions that can be difficult and time consuming to set up.

The pinion bearings are fitted to the casing and measurements are taken using Ford tooling to determine the size of the pinion bearing spacer required. A spacer is then made. A trial assembly is then done with the crown wheel and pinion together with new pinion bearings and new carrier bearings and everything is set up to obtain a gear tooth meshing marking. Depending on the result achieved a change of size of the pinion spacer may be required, then another spacer is made in a different size based on the meshing marking indicated. This process is repeated until the gear meshing is satisfactory. As an indication of the accuracy needed to achieve this the Ford Motor Co used a range of 30 different size spacers in increments of just 4 tenths of one thousand of an inch (.010 mm).

In the final build a specially made pinion bearing sleeve, a new seal and pinion nut are fitted and the pinion bearing rotational torque is set using Ford tooling. The crown wheel and carrier assembly are then fitted and the carrier bearing pre-load and crown wheel and pinion backlash are set up using Ford tooling. A new flange gasket and all steel locknuts are provided with the completed differential.

These LSDs rely on friction generated by the internal components to produce the limited slip function. If these components become worn the amount of slip increases. We can rebuild LSDs and, depending on the design, change the settings if required. We can also modify some types to take 16 or 18 spline halfshafts.

To enable customers to easily send their differential to us, we can supply a purpose made box for the unit to fit into and, if required, arrange for collection.

Phone 01425 274368   ::   Fax: 01425 277450   ::   Email:
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