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prep Your 4x4 - u Joint - Photo 8246966

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  • U-Joints endure an incredible amount of stress, and failure can lead to costly replacement of broken driveshafts, axleshafts, and pinion gears. Check all U-joints for any play by moving the joint in every possible direction while feeling for smooth fluid motion. Grinding or roughness in the joint means damage and the joint should be replaced. The front Dana Spicer U-joints have been through three years of trail abuse and have some side-to-side play, so they will be replaced with CTM greaseable U-joints that carry a lifetime breakage warranty. The factory axles are showing some twist and are being replaced and upgraded to Alloy USA axleshafts that are known for off-road durability and are a perfect match to install with the CTM U-joints.
U-Joints endure an incredible amount of stress, and failure can lead to costly replacement of broken driveshafts, axleshafts, and pinion gears. Check all U-joints for any play by moving the joint in every possible direction while feeling for smooth fluid motion. Grinding or roughness in the joint means damage and the joint should be replaced. The front Dana Spicer U-joints have been through three years of trail abuse and have some side-to-side play, so they will be replaced with CTM greaseable U-joints that carry a lifetime breakage warranty. The factory axles are showing some twist and are being replaced and upgraded to Alloy USA axleshafts that are known for off-road durability and are a perfect match to install with the CTM U-joints.
A clean vehicle is easier to inspect and a whole lot more enjoyable to work on. Here, a diesel-powered hot-water pressure washer made by Karcher is used to blast away dirt and grime. Knowing what to look for when maintaining a drivetrain is important, and West Coast Differentials is a specialist that can be trusted to take care of any internal drivetrain, differential, or axle/locker maintenance or installation. Putting the Jeep up on a lift is the best way to get under your vehicle to work on the differential with the tools needed to check out the internals. If using jacks, be sure to use the proper jackstands to support the vehicle for safety. Frequently changing the fluid in the differentials will alleviate premature wear and is especially important if driving in muddy and wet conditions. Changing fluids also offers a perfect opportunity to inspect for chipped or cracked components, such as ring-and-pinion gears. Differential fluid will often have a metallic color to it as a result of the metal gears constantly meshing inside the differential. Not to worry, this is normal wear, but you do want to inspect for small pieces of metal, indicating that there might be a broken tooth, and also carefully look at the gears for visible damage like cracks. The differentials are generally the lowest part of the vehicle and will often have a few scrapes that may offer an uneven surface when trying to reseal the cover to the axlehousing. Gently tap the surface with a smooth-faced hammer to ensure the best possible surface to seal the differential covers on the axlehousing. Be sure to tap down any irregularities and clean the surface of old sealant, grease, oil, or dirt before sealing up the differential. Silicone sealant, or RTV, works great for a one-time seal, but the new, reusable LubeLocker differential gasket is recommended to properly contain the fluid that will be added. Here is a broken electrical connection that's been keeping the rear locker from engaging. With the differential cover off, now is an ideal time to make repairs. The connecter that will be used is a water-resistant connector made specifically for exterior automotive use.
The wheels were removed to inspect the brake pads, calipers, and rotors to ensure proper working tolerances. The brake pads are below 50 percent and will be replaced in the front. The rotors show no irregular wear, and inspecting the calipers shows no brake fluid leakage. The Warn locking hubs were taken apart to be cleaned and inspected, and even after years of mud bogs and water crossings were found to be in perfect working order. U-Joints endure an incredible amount of stress, and failure can lead to costly replacement of broken driveshafts, axleshafts, and pinion gears. Check all U-joints for any play by moving the joint in every possible direction while feeling for smooth fluid motion. Grinding or roughness in the joint means damage and the joint should be replaced. The front Dana Spicer U-joints have been through three years of trail abuse and have some side-to-side play, so they will be replaced with CTM greaseable U-joints that carry a lifetime breakage warranty. The factory axles are showing some twist and are being replaced and upgraded to Alloy USA axleshafts that are known for off-road durability and are a perfect match to install with the CTM U-joints. The rear driveshaft was inspected and found to have some minimal play that was not noticed while driving. The drive yoke was slightly stretched from a prior U-joint trail fix, and it now gets replaced before it causes premature wear on the U-joint and a potential failure. Taking the U-joint straps off, one of the straps was found to have been overtightened to the point of being stripped and needs to be replaced. If overlooked, something as simple as this would leave the U-joint loose and eventually lead to a damaged U-joint and possibly a broken driveshaft. Installing the new yoke that fits snug enough to hang from the U-joint and being careful to torque bolts to the manufacturer's specifications will ensure longevity and keep repairs to a minimum. If you have boots covering the shafts on your shocks, pull them up to check for any fluid leakage. If there is a fair amount of oil shown on the shaft, it means it's time for some new shocks. The Rubicon Express remote-reservoir shocks look clean after 20,000 off-road miles and will be left in place to enjoy out on the next trail. Mud and water have found their way into the inner spindle bearing and damage has resulted. The bearing is an easy fix at West Coast Differentials, with all the needed tools on hand. As a trail fix, if parts were even available, it could take hours to get done. Removing the axles to check for such damage could have been overlooked and led to a driveability failure on the trail - or even worse, an accident out on the highway. Check all steering components and attaching points. This crack on the backside of the steering box is commonplace for lifted Jeep Cherokees with larger tires. This will be reinforced with a frame repair kit from C-Rok E&F (www.c-rok.com), which will make it better than stock and ensure that the steering box will not be ripped out of the frame. Check all welded mounts and brackets - for example: shocks, control arms, tie-rods, etc. Although no cracks were found, it is much easier to repair cracked brackets or damaged welds before they break completely. While the vehicle was up in the air, we supported each axle and took each control arm off to check the flex joints for play. If you have Heim joints or rubber bushings that are worn out, it is time to replace them to maintain safe handling and to keep the axles fixed to the vehicle. After three years of wheeling, our Rubicon Express Super-Flex joints are worn and have side-to-side play, so the set screw was loosened.
Although you will not have to use it often, the Rubicon Express Super-Flex tool is just what is needed to easily tighten the race one full turn until it's tight. Grease is inserted (about 1 pump) into the zerk fitting, and the joint is ready to go back into the Jeep. We checked both the rotors and the brake pads. There should not be any deep grooves in the rotors. If there are deep grooves, it's time to get the rotors machined so they have a smooth surface, or replace them with new rotors if they are too thin to be machined and still be safe. Check pad wear and replace your brake pads if they are worn more than 75 percent. Replace both right-side and left-side pads at the same time. An easy way to replace pads without opening the bleed valve to get the piston to move back is to remove the caliper, use an old brake pad and a C-clamp and tighten the clamp until it pushes the piston back into the caliper... no mess and no chance of getting air in your brake lines. Reinstall the calipers and check the brake fluid filler for contaminants and level. If the brake fluid looks dirty, it would be a good time to replace the fluid by bleeding your brake system with new fluid. Once the vehicle is inspected and all repairs have been done, be sure to restock your first-aid kit if you've used it in the past year. A small amount of nonperishable food and plenty of water are always good items to keep in your vehicle in the event that your trip lasts longer than intended. A water purifier or iodine tablets take up very little space and can be welcome when your thirst overcomes your supplies. Out on the trail, temperatures can range from extremely warm to freezing cold, so be sure to keep appropriate clothing and footwear in your vehicle no matter what you may think the weather might be like during your trip. Remember: There is no such thing as bad weather... only bad clothes.
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