There are two kinds of setups for this. The first is the single screw setup, which is common in European 6x2 trucks... there'll be one live axle, and the driveshaft will go from the transmission output directly to that differential, and it works the same as a regular car differential. The other axle will often be a lift axle which can be raised and lowered as needed.
The other is the double screw setup, which is what's used on 6x4 trucks. The driveshaft goes from the transmission output to the power divider, which is essentially a differential. The power divider distributes power evenly between the two axles, which are both live axles.
Dodge 2500 and 3500 4x4 trucks use a split front axle that is engaged with vacuum lines that run from the intake to the transfer case then to the front differential. That was true up till 2002, after that the shifter on the axle was electric if it had one at all.
i've installed them in one of my customers work trucks, within a few months he returned with a similar problem. i replaced the differential and ha has not had a problem since. i've installed them in one of my customers work trucks, within a few months he returned with a similar problem. i replaced the differential and ha has not had a problem since.
The early 60's Pontiac Tempest transmission was connected directly to the rear differential. They only did that for a year or two, guess it didn't work out well.What you're talking about is called a transaxle. They do exist, primarily in vehicles where the engine and live axle are at the same end of the vehicle).
I just did most of it today trying to get at the rear bearings. Break the axle nut (remove cotter pin) and lug nuts. Raise and support the vehicle. Remove the wheel and axle nut. Remove drum. I removed the entire brake backing plate, but this should not be necessary. Disconnect the lower strut mount. Remove the bolts holding on the control arm and release the control arm. Now pull the hub off the axle. This can be done with a puller, or a hammer (I chose the latter). Remove the 5 bolts mounting the axle to the differential. You should now be able to work the axle out of the diff. Don't be surprised if differential fluid comes spilling out.
not a true dual exhaust. most cars had two piped that fed into a single catalytic converter, then a single 3 inch pipe out and over the rear axle. some cars had an option of "dual exhaust" where each exhaust manifold fed into its own catalytic converter, then into that same single 3" pipe. some guys have fabricated true dual exhaust systems for these cars....it takes a lot of work to get two pipes over the rear axle and out the back of the car, but it is possible.
I would go to your local library and look for a Chiltons or Hayne's manual. That is usually not an end user adjusted part of the car. They aren't going to give you the exploded view because, similar to the transmission, they don't want people messing with it. However I used to work at American Axle (the makers of that front differential) and know that axle inside and out. If you can describe to me what your looking for maybe I can help you.
Which weight? Gross weight? Tare weight? What configuration? 1 ton pickup? Single axle Class 7/8 truck? Tandem axle truck? Tri-axle truck? Quad axle truck? Quint axle truck? Centipede? "Superdump" quint with Strong Arm? Transfer truck? Tractor-trailer end dump, or belly dump, or side dump? Try to narrow down the variables a bit. There's really no way of knowing what an "average" dump truck is without knowing statistics of how many single axle, tandem, tri-axle, quad, quint, centipede, and superdump dump trucks are out there - to the best of my knowledge, no such statistics have been compiled. At the company I work for, our tandem axle dumps (with steel dump bodies) weigh between 23,000 and 24,500... the 23,000 lbs. trucks are the Peterbilt 330s, and the 24,500 lb. trucks are the Kenworth T800s with "rock tub" steel bodies, high lift gates, and split gate beds. These are the tare (empty) weights, not the loaded weights.
The wheel and axle rotates around a fixed point.
The differential in a tractor greatly multiplies the power generated by the motor - enabling it to do more work.
Go to youtube; type in "differential gear", there is an old 9 minute video demonstrates how they work very well.
You use trucks because you want to do heavy work in transporting goods or if you are in the construction business you want to make your work easier. You need trucks because other transport is too light to do your work. Or carry large items.
New seals work best.