Nissan Patrol 4x4 (Africa)

Jules, die 35110 was 'n tikfout.

Ek beter hom nou gaan regmaak!

Peter kyk sommer ook op een van jou ander topics Front Diff Oil Leak het jy ook n 1 uitgelaat die part nommer is N4053301J00 , die 1ste keer het jy hom reg en die tweede keer het jy dit as N405330J00 gesit

Shalom

Jules, waar is daai fout met die 35110? Ek kry hom nie?

Peter kyk op http://patrol4x4.co.za/viewtopic.php?f=45&t=1859

dit is net links van (R280) 2de paragraaf onder die prentjie van die samestelling van al die parte op die axle shaft

Shalom

Hier is pics van die inner groter wheel bearing, ek het n Timken ingesit en hy is tans nie "gegrind" soos PeterC aanbeveel het nie, my vraag is wanneer die enginering plek die hoek "grind" watse waarborg het mens dat daar nie skaafsels in die areas gaan kom waar dit nie hoort nie?? Ek het my lorrie in 4x4 gesit en gery daar was nie enige aanduiding dat die linker voor manual hub wou uitspring nie. Die Timken was R250 , teenoor Nissan se R1599

Soos jul kan sien het die ARB seergekry toe hul hom afhaal, ek sal maar n engineers shop hier in RB/Emp soek wat die ARB kan "grind" sodat dit soos die NGK lyk dan sal ek moet besluit of ek die Timken soortgelyk wil verander.
Shalom

Jules, after the bearing is ground it must be washed thoroughly. The grinding must ideally also be done before the bearing is greased.

If you are using an un-ground bearing, you need to check regularly that your wheel bearings do not become loose, and also you might have some brake problems as the brake disk does not line up perfectly with the caliper anymore, although there should be enough caliper float to take care of this.

This attachment tries to show the effect of fitting a standard bearing:
The shaft now has a bigger radius than the bearing, and this has three effects:
Firstly, the bearing cannot move back against the shoulder, and this affects the final position of the hub. This affects the engagement of the auto-locking hubs (not a problem in your case) and the alignment of the brakes.

Secondly, and far more importantly, the bearing now contacts the axle in a very much smaller area than it should. This means that the contact stress between the two components is vastly higher (since stress is the relationship between force and the area it is applied on). This stress is probably higher than the stress the stub axle can take, and since it is the softer of the two components it wil deform a little bit each time you drive over a bump. This deformation will create some play in the bearings, ensuring that the next nock occurs with more momentum, thus exacerbating the problem. The end result is thet the bearings seem to work themselves loose, and wear out much faster than they should.

Thirdly, the bearing will probably get stuck in the corner, causing damage when you next try to disassemble the hub.

Thanks Peter

Shalom