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no no no and noGood luck BB! Hopefully you’ll get another. Soon.
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no no no and noGood luck BB! Hopefully you’ll get another. Soon.
Yes that’s correct. You’d be surprised how much even lead weights vary. One year we had everyone that drove to HQ bring buckets of used wheel weights to a national meeting, and they were each weighed on certified postage scales and recorded. It wasn’t huge but definitely made for a funky line on that fancy graph. That’s how stacking of tolerances can add up, especially as control arms and other items become lighter/more susceptible to disturbances.The new zinc weights are going to be bigger in size/volume for a given mass, right? So "big weights" aren't really as big as they look, if you're used to lead.
Priorities man, your time is worth something. But hopefully we all walk away with just a little more knowledge from it. That alone makes it all worth the time right????Hey everyone, sorry I have been out of pocket. It's been a busy few days.
I hate to inform you, but my neighbor made me a fantastic offer and I accepted. It doesn't cover all of the work, but it was more than I paid originally. With all I have going on work, family, and other side gigs, I just needed my life back.
I am very very grateful for all of the help. The search begins for a replacement. You guys have seriously been great and I really do appreciate the time you took to help.
Now let the roasting begin!
I agree! I love increasing my knowledge and got to meet a few new dudes who love these trucks.Priorities man, your time is worth something. But hopefully we all walk away with just a little more knowledge from it. That alone makes it all worth the time right????
“Every time you go to school you have to pay some tuition”. This was cheap I’d say.
I hesitated before posting here. Coulda started new thread i wonder. Sorry if screw-up!
ZERKS - Compression side of D/S:
sewlow in post #26 i found a point down the post a ways - So here I've quoted the point, from his old man talkin' to him again - about "compression side of the D/S's rotation" ZERK position.
Install the grease zerks on the compression side of the D/S's rotation.
That way, the weak spot in the universal created by the drilling of the hole for the zerk is being squeezed against as opposed to being pulled apart.
The zerk prevents the hole from collapsing under torque.
I stand by my original suggestion of finding a shop near you that has an EVA meter (Electronic Vibration Analyzer) or similar tool to determine order and frequency of the disturbance once you’ve done a very thorough visual and hands on inspection and nothing is found. It could be many things such as clutches sticking or failing in a position-trac differential, broken gears on differential, torque converter failing. Too many to throw money at.I was gonna just see which way the driveshaft spins and guess that the compression side is with the zerk towards the front of the truck. Actually i have no idea.
Figured: I'd actually like to know the finer points as there's gotta be near 3 ways to get it wrong.
Can anyone comment on one of the many super interesting bits? On, HOW the compression side of the D/S's rotation can be deduced on my two piece Drive/Shaft? (full quote of sewlow's comment is above)
About 2 brief drives ago (C2500/ext/Nv4500 noted in sig.) the rear wheels seemed to grab/slip/grab going up the slight hill in the gravel driveway here. No biggie i thought.
Then at the end of that day and all the next short drive day the multiple moderate jerks/hesitations might have felt like the engine was missing, though for SURE engine's not causing the problem.
Happens always at low/start end of each gear's acceleration, even when gently accelerating. And, may settle out and mostly stop in the middle/top of any gear. NV4500 5-speed.
Gonna check the ujoints soon (REAL SOON) and create new post i've decided. My new post on the issue(s) will be wondering about what I should replace at the output gear of my NV4500 IF NOT CRAZY HARD, -- tail-shaft bushing, and mount, and any other. Done some studying already.
whatever happens fine as always.
Hey, it'll soon be Spring and time for contrasting last year's maintenance with some NON-SLACK maintenance!
SUPER TO BE HERE -!!!!!!!!!!!
2 ways wrong, 2 ways right. Zerk facing front or rear means nothing, except you'll have no room to access it if you get that wrong. The issue is which side of the driveshaft ears you put it on.I was gonna just see which way the driveshaft spins and guess that the compression side is with the zerk towards the front of the truck. Actually i have no idea.
Figured: I'd actually like to know the finer points as there's gotta be near 3 ways to get it wrong.
Tires don’t “bed in”. Any radial tire casing can be ran in any direction of rotation with zero effect on casing integrity. The vibrations that may be felt after a rotation could be any number of things but most likely either a higher radial force variation (stiff spot in sidewall that doesn’t compress same as others) tire placed in a position that transfers the disturbance more, or same for an imbalanced tire.Just to pile on this vibration thread: 1) I never rotate the tires/wheels, why do it? To save a few miles on tire life? Once the tires "bed-in", I'm leaving as is. I've heard rotating can cause minor vibrations till they "bed-in" again, eh. 2) As mentioned previously, torque specs are imperative on wheels!