For all the grief & aggravation, down time, mess, combustable vapors, stripped bolts, possible pitted bearings, scarred knuckles and worries as to if it was all done right, I'd just get a couple rebuilts from Mark Anderson that are guaranteed for a few hundred $$, swap them out, ship back the cores and be done with it. Some things just aint worth it!

Thanks guys for all your help. I got the boot kits on order. As soon as they come in this part of the project will be cinched up.:cheers: My biggest problem still lies ahead though....getting the fuel tank/straps/hoses all back together after doing extensive work to the fuel system back there.

I really appreciate all the helpful information you guys provided. I also want to thank Dwayne for his terrific write-up with pics on this project...even if it was curtailed for the earlier cars.

Nicholas

I've got the boots on and the axles in place, ready to bolt it back up. I read on Dwayne's write-up to use 60 ft lbs torque for the 6 bolts to the differential. Given that the connection there is slightly different on our later models (due to the added metal flange), is the torque value the same?

Thanks,
Nicholas

bump

Yes, 60 lbs is correct.

Thanks Bill.

I've seen several different torque specs for the large Axle nut (322#, 330# and 340#). I went through the effort to source a torque wrench for this and wanted to do it to spec. I wondered if anyone knew the exact value. I also have it in my mind 367#, but can't find where I read that now. Does anyone know?

Thanks

I always use 322, wheels have not fallen off yet.

Thanks RE.

Andrew Olsen has a torque spec excel spread sheet linked in his signature at :
https://rennlist.com/forums/7525221-post46.html

Two tabs in the spreadsheet; one is ft-lbs, the other is Nm. It shows 339 ft-lbs for that bolt.

There's a math error in the WSM. Wally pointed it out a while ago.

On page 42-02 in volume 4 it says 460 Nm (322 ftlb). But 460 x 0.73756 = 339 ftlb

So..... why do the boot kits come with twice as much grease per boot as specified in the WSM?

Can someone verify the pic of the inner/removable/trans side CV joint that NoVector posted is showing the transmission side where the circlip goes? Is the inner bearing hub smooth where the circlip goes and the bearing cage has the larger chamfer as shown in the pic?

pic is on post #9

Here's the pic from the WSM. I'm pretty sure your description is correct. I *do* know that if you get it reversed you can't put the circlip in. :p