Question about GMC Vandura
1 foot lbs = 12 in lbs
2 foot lbs = 24 in lbs and so-on.....
Hope this helps you....
Posted on May 26, 2011
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Yes,every 12 inch pounds equals 1 foot pound
Posted on May 26, 2011
Yes 12 inch pounds is one foot pound. The problem is you need inch pound torque wrench .And even if you have one the torque is so small dose it matter that much its for valve covers and oil pans . You say you are working on a main pinion nut on a rear carrier the torque on that is big . Tighten the nut as tight as you can the value is at least 150 ft pounds for this nut it can't ever fall of when driveing and its a flare nut so you need two wrenches to correctly tighten it . Just tighten it as much as you can and you will be fine
Posted on May 27, 2011
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Posted on Jan 02, 2017
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Disassembly Make sure that you have all the parts and tools you will need. The extent of disassembly depends on the job being done and the inspection findings. Lift the vehicle using an appropriate lift or a jack and safe jack stands. Always make certain that the vehicle is safely supported before working underneath. Unbolt the driveshaft from the yoke. Remove the differential cover or unbolt the third member. Let the oil drain into a suitable container. Please recycle your waste oil. Remove c-clip axles by removing the differential cross pin bolt and cross pin shaft, pushing the axles in and pulling the c-clips. Full float axles are unbolted at the hubs. Punch both carrier caps with identification marks so that you will be able to re-install them on the same side and in the same direction. Most carriers can be pried out of the housing with a pry bar. Further disassembly depends on the job being done. If you're changing the ring and pinion or the pinion bearings, remove the pinion nut with an air gun while holding the yoke, or use a long breaker bar and brace the yoke (bolt it to a long board) so that it can't move. Knock the pinion gear out to the rear with a brass punch, taking care not to damage the threads. Keep track of the location and thickness of all of the original shims. Pinion bearings must be pressed off. Carrier bearings can be pulled using a bearing puller. Internal parts (inside the carrier) can be removed as necessary.
Inspect all bearings and races for
pitting or uneven wear. The inner carrier bearing races
should not spin on the carrier journals. The carrier
races should have a snug fit in the housing. Inspect the
carrier race bores for grooves from spinning races. The
side gear bores inside the carrier should not have any
abnormal wear. All gear teeth (including the spider
gears) should be smooth but not excessively shiny.
Inspect all gear teeth for pitting, chips, breaks, and
for signs of uneven wear and overheating. Inspect
positraction clutches for scoring and wear. Inspect the
axles for pitted, grooved, or dull and rough bearing
surfaces. Check for worn axle splines. All questionable
parts should be replace
The four essential differential adjustments are pinion depth, pinion bearing preload, backlash and carrier bearing preload. The tables at the back can be used to write down shim combinations and results.
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