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You have AWD? full time all-wheel drive.
Transfer Case Description and Operation
The Borg Warner (BW) model 4481, RPO NR3 transfer case is a one-speed, full time, all wheel drive (AWD), transfer case. The transfer case provides power to both axles, through an external planetary type differential, which has two different sets of pinion gears. The planetary differential provides a 40/60 torque split, front/rear, full time. This means both axles are constantly being driven for maximum traction in all conditions.
The transfer case external type planetary differential functions the same as a typical rear axle differential. The transfer case differential pinion gears function as the spider gears, and the sun gears function as the side gears.
The following actions occur because of the planetary differential:
• If the vehicle is on a hoist, the front propeller shaft can be rotated by hand.
• The vehicle cannot be driven if one propeller shaft is removed.
• Operating the vehicle on the hoist can damage the differential pinion gears, by over-spinning.
• Operating the vehicle with one propeller shaft removed causes over-spinning of the differential pinion gears.
The BW 4481 design of the planetary differential allows the use with the Vehicle Stability Enhancement System (VSES) vehicles. The VSES takes use of the planetary differential, by applying braking to a tire that has less traction and dividing the engine torque to the other axle.
The BW 4481 case halves are high-pressure, die-cast magnesium. Ball bearings support the input shaft, the front output shaft, and the rear output shaft. The transfer case requires DEXRON®III ATF GM P/N 12378470 (Canadian P/N 10952622), which is red in color.
The Borg Warner (BW) model 4493/4494 NR4 transfer case is a 2-speed, full-time 4WD, transfer case. The transfer case has an external planetary type differential, which has 2 different sets of pinion gears. The planetary differential provides a 40/60 torque split front/rear full-time. This means the front and rear propeller shafts are constantly being driven for maximum traction in all conditions. A high/low planetary carrier assembly provides the high and low ranges, which is a 6-pinion gear, sun gear, and annulus gear arrangement, giving a 2.64 low range reduction ratio in the BW 4493 and a 4:1 ratio in the BW 4494.
If you have an 8.6" ring you should have a 10 bolt axel. With this axel you don't torque the pinion nut. This style axel has a crush collar. Down below I forwarded the preload torque specs. If you do have a 12 bolt axel, the ring gear does get torqued but the ring gear will not be 8.6" Please write back if you need anything thing else.
Pinion Preload New:
14 to 19 in-lbs
Pinion Preload Reused:
6 to 8 in-lbs
I just found out that all that you have to do is . You have three options to go with one change the bellhousing from a borg warner m12 transmission. two use and borg warner m12 transmission but use the yoke head from the m8 onto the yoke of the m12 yoke .Three use a chryler/amc tf727 torque command transmission.Use the yoke from the m8 weld the head on to the spline of the 727transmission weld the m8 tail section onto eather transmission and that way you can keep the torque tube suspension on your classic 770 with the 287.Your rear end should be an AMC 20 to stand the torque from the AMC 360 engine with about 350 hp .last but at lease get the trany mounts.
I have a '68 Motor's manual (goes back to'58) the only rear end specs I can find are for the pinion nut (140 ft. lbs.)
pinion preload: 17-27 in. lbs. w/integral carrier or 22-32 in.lbs. w/ removable carrier. Tightening the carrier bearings isn't so much a torque setting but more or a tightening procedure. Theses specs are done during the rebuild so I wonder if you're asking about the bearing caps or bolts that hold the diff. to the axle housing? I could not find a spec. for bolt torque. Since the bolts that hold it in (if that is what you asking about) are not a bearing adjustment, you can go with a generic torque based on bolt size. Again, I'm not sure what component, or bolts it is you are asking for torque specs on.
Commonly Asked Torque Specs in foot pounds The main bolts have a torque of 76 lb.-feet and the cylinder head bolts have 62 lb.-feet of torque. The cylinder head studs have 70 foot-lbs of torque, the cam timing gear have lb.-feet of torque, and the cam bearing bolt has 14 lb.-feet of torque.
Crankshaft Torque Specs
The stock rod bolts have 46 lb.-feet of torque and the ARP rod bolts have 50 lb.-feet of torque. The crankshaft pulley has 116 lb.-feet of torque, while the flywheel has 80 lb.-feet of torque.
Other Torque Specs
The intake manifold and exhaust manifold have 33 lb.-feet of torque each and the oil pan bolts have 9 lb.-feet of torque. The cam timing gear has 58 lb.-feet of torque and the cam bearing bolt has 14 lb.-feet of torque. One set of timing cover bolts have 9 lb.-feet of torque and another set has 29 lb.-feet of torque
You do not even need a dial indicator to set the backlash. Just make sure you put the side shims back in on the same side they came out of. Remove your ring gear from the your carrier. Remove the ring gear from the carrier from the other truck and put your ring gear on it. Torque the bolts with thread locker on them.
To get your carrier out: Loosen the the two bolts at each top corner and remove all the rest of the bolts from the cover. Put a pan under it and brake the seal and let it drain into the pan and when its done take the cover off. Remove the wheels and drums. Remove the pinion pin retaining bolt. Remove the pinion pin. Push both axles in. Remove both "U" retainers from the axles. Pull both axles out. Remove the bearing retaining bolts and caps. Mark the shims so you can put them back in on the side they came out of. Pry the carrier out with a block of wood at the mating surface of the cover so you do not hurt it with the pry bar. Put the LS carrier in and drive your shims back in on the side they came out of. Install the bearing caps and bolts and torque to what is called for. Push the axles back in and put the "U" retainers on them. Put every thing else back to in place. Use RTV for a gasket on the back cover. Put some LS friction modifier in the rear end and then fill it.
My notes: Things I have learned about 8.8 Rear Ends that were set up by the FORD FACTORY and not touched by anybody. Well i hope this helps.
YOU HAVE TO SAFELY RAISE SUPPORT VECHICLE ON JACK STANDS.MAKE SURE YOU HAVE VECHICLE PARKED ON LEVEL SOLID GROUND.ONCE VECHICLE RAISED.REMOVE FRONT WHEELS.REMOVE TIE RODS END COTTER PINS AND CASTLE NUTS.REMOVE TIE ROD ENDS FROM THE KNUCKLES.REMOVE FRONT STABILIZER BAR.POSITION THE DASH OPENING WEATHER SEAL FOR THE STEERING COLUMN OUT OF THE WAY.REMOVE OR DISCONNECT THE FOLLOWING.REMOVE PINCH BOLT RETAINING THE STEERING COLUMN INTERMEDIATE SHAFT COUPLING.REMOVE STEERING GEAR RETAINING NUTS BOLTS.REMOVE REAR SUBFRAME BOLTS.USE WIRE TO SUPPORT EXHAUST COMPONENTS UNLESS YOU ARE REMOVING THEM COMPLETELY.SUPPORT THE EXHAUST SYSTEM FLEX TUBE AND REMOVE THE FLEX TUBE TO DUAL CONVERTER Y PIPE ATTACHMENT.LOWER THE VECHICLE SLIGHTLY UNTIL THE REAR SUBFRAME SEPARATES FROM THE BODY APPROXIMATELY 4 INCHES.REMOVE THE HEAT SHIELD BAND AND FOLD THE HEAT SHIELD DOWN.ROTATE THE RACK AND PINION ASSEMBLY TO CLEAR THE BOLTS FROM THE FRONT SUBFRAME AND PULL TOWARD THE DRIVERS SIDE OF THE VECHICLE.PLACE A DRAIN PAN UNDER THE VECHICLE AND DISCONNECT THE POWER STEERING LINES.REMOVE THE RACK AND PINION ASSEMBLY THROUGH THE DRIVERS SIDE OF THE VECHICLE***** TO INSTALL ****** INSTALL NEW TEFLON O - RINGS ON THE POWER STEERING LINE FITTINGS. PLACE THE RACK AND PINION RETAINING BOLTS IN THE GEAR HOUSING.INSTALL RACK AND PINION ASSEMBLY THROUGH THE DRIVERS SIDE OF THE VECHICLE.INSTALL POWER STEERING LINES ON THE RACK AND PINION ASSEMBLY. INSTALL RACK AND PINION ASSEMBLY ON THE SUBFRAME.INSTALL ******** HEAT SHIELD.INSTALL TIE ROD ENDS TO THE KNUCKLES TIGHTEN THE CASTLE NUTS AND INSTALL THE COTTER PINS.INSTALL STABILIZER BAR.INSTALL RACK AND PINION ASSEMBLY RETAINING BOLTS.TORQUE THEM TO 85 - 99 FT LBS. RAISE VECHICLE UNTIL SUBFRAME CONTACTS THE BODY.INSTALL REAR SUBFRAME RETAINING BOLTS TORQUE THEM TO 83 - 112 FT LBS.INSTALL EXHAUST SYSTEM FLEX TUBE TO DUAL CONVERTER Y PIPE.INSTALL FRONT WHEELS.INSTALL A NEW PINCH BOLT IN THE STEERING COLUMN INTERMEDIATE SHAFT COUPLING ON THE RACK INPUT SHAFT TORQUE PINCH BOLT TO 25 - 33 FT LBS.POSITION THE STEERING COLUMN OPENING WEATHER SEAL OVER THE STEERING GEAR HOUSING.LOWER THE VECHICLE FILL THE POWER STEERING FLUID RESERVOIR. START THE VECHICLE AND CHECK FOR LEAKS. CHECK FOR PROPER WHEEL ALIGNMENT AND STEERING WHEEL POSITION.BLEED POWER STEERING SYSTEM.
There are 2 different tranmissions in this vehicle. Make sure you know which one you have when selecting the torque settings. Do notice the 5R55E pan bolts are tightened in inch pounds.
4R70W
Torque convert drain plug.
21-22 ftlb
Pan bolts 9-11 ftlb
5R55E
Pan bolts
115-133 inlb
Ford Rear end
Pan bolts
33 ftlb
Differential bearing caps 70-85 ft lb
Ring gear bolts 70-85 ft lb
Pinion bearing preload if using original bearings 8-14 lb-in, if installing new bearings 16-28 lb-in
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