If you opt to replace the spacer be aware of the fact that preloading the spacer will take torquing the pinion nut to over 200 ft/lbs torque. I'd hate to see the pinion bearings fail over a spacer. All depends on how convenient you want this deal to be. Reassembly is no big deal since you can put the carrier back exactly as it came out. Thats what I would do for insurance sake. If you wanted to be cautious and replace the crush spacer it would require complete disassembly ie: axle's out, carrier out, pinion out. It was all over as soon as you loosened up that nut without making a reference mark. The only thing you can do is tighten up the pinion nut pretty tight and hope for the best. You are already in the soup and I am trying to bail you out. Good luckġ970 SS454 LS6 Chevelle, Damn! why did I sell that car?Įdlanta now you know why I hesitated to tell you how this is done. I sure wish we'd talked before you started this project. That will reestablish the proper preload. If you ever do that job again first take a cold chisel and "stake" (make a mark) the pinion nut and the yoke (Companion Flange) so that you can put the nut back in EXACTLY the same place it was when you loosened it. DO NOT OVERTIGHTEN! If you achieve 30 in/lbs STOP! and reinstall the drive shaft and be happy. I guess you might as well try to retighten the nut now and pray for the best. Those gears don't usually forgive being run out of true after their mating pattern has been established. That usually means ring and pinion failure too. You have to really be careful with this because improper preload leads to early bearing failure. I reuse the old spacer but my method is not for the uninitiated. I am not sure of what to advise you to do since I have my own way of replacing seals that I have had luck with over the years. ![]() You can try tightening the nut such that you have 30 inch pounds turning force or you can take the assembly apart and put a new "crush spacer" in and start over. The inch pound figure describes the turning force in inch pounds that represents the friction of turning the pinion with an inch pound torque wrench with no other drag on the pinion ie: the ring gear assembly. Those crush spacers don't really like to be crushed twice. Since you apparently didn't take any measures to "reference stake" the pinion nut you are now kinda in the woods for preload. EDLANTA there is a "crush" spacer between the two pinion bearings that when tightened properly gives you the proper bearing preload. That does not describe how tight the pinion nut needs to be however. I agree that the preload needs to be about 30 inch pounds. The 1966 El Camino equipped with the 327 V8 reached 0 to 60 MPH in 9.4 seconds and the 1/4-mile in 16.9 seconds at 85.2 MPH.This one is not as easy as it sounds. of torque, and 375 horsepower with 415 ft.-lbs. of torque, 360 horsepower with 420 ft.-lbs. Three versions of the 396-cubic-inch V8 came with four-barrel carburetors with 325 horsepower and 410 ft.-lbs. A 327 V8 was offered as a four-barrel carburetor model generating 275 horsepower and 355 ft.-lbs. ![]() of torque while the four-barrel carb wielded 220 horsepower and 295 ft.-lbs. The two-barrel carb model generated 195 horsepower and 285 ft.-lbs. The standard V8 featured the 283-cubic inch version with either a two- or four-barrel carburetor. An optional 230-cubic inch inline six was available as a single-barrel carb, with 140 horsepower and 220 ft.-lbs. The base engine was the 120-horsepower, 194-cubic inch inline six featuring a single carburetor and 177 ft.-lbs. Six V8s and two inline six-cylinder engines powered the 1966 El Camino.
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