Member Since: 08 Sep 2025
Location: Cape Town
Posts: 8
No worries. Been busy my side too.
If 1.1Nm is not 'rotates freely' then I suppose that defines preload.
The Timken Bearing Setting document is a good read and bearing life is significantly reduced at either extremes:
I'm closer to ordering some bearings as a batch. All Timken. [EDIT] Came across a photo on the forum somewhere and the original ring gear carriage bearings are SKF 32008 X/QCL7C bearings and these in fact have higher load ratings compared to the Timken ones. As a result I’ll be ordering two of the four bearings as SKF.
Next is to visit the Volvo specialist and hunt for scrap Haldex clutch drums or for cheap so I can make the tool.
I'll be working on a special tool to check the dynamic torque (1.1Nm at 60rpm) to make my life easier when doing this.
Last edited by d0zer122 on 23rd Sep 2025 6:38 pm. Edited 1 time in total
18th Sep 2025 3:59 pm
MRRover75
Member Since: 13 Jan 2017
Location: Sandnes
Posts: 343
Re: Mounting input shaft
I guess you have seen the post, but here is how I made my tooling for measuring the dynamic torque. Simple, but works fab.
quote="MRRover75"]
Now the procedure calls out for measuring torque needed for rotating the input shaft. When rotating evenly at 60RPM, the torque reading shall be 1.1NM +/- 0,2 using a dynamometer. I do not have access to such fancy equipment, but I made a simple �50mm spool wheel connected to an extension bar with a set screw. Together with a piece of string and a scale, I was able to measure the load needed to rotate the shaft:
Click image to enlarge
As we know, the formula for torque is: Torque = force X arm length.
The required force needed will then be: force = torque / arm length
1.1Nm / 0,025m = 44N
44N / 9,81 = 4,48kg
Tolerance is approx 20% of the specified torque, so my reading shall be within 3,6 - 5,4 kg
I checked my scale with 5 litres of water in a bucket prior to the test, and found it to show 0,5kg to much at 5kg. I just have to take this deviation into my readings.
250Nm was not enough to start compressing the collapsible spacer, so I had to tighten the retainer nut in several steps before the readings on the scale was within the specifications. I found that a lot more force was needed to get the nut moving than the 250Nm specified. I worked the nut down in steps until the play in the shaft was gone and that I could feel resistance was needed to get it rotated.
I got approx 4,5kg on the scale when done.
The shaft now rotates with a smooth and firm feeling, more like a newly installed wheel bearing. This is a completely different feel than the shaft had prior to disassembly.[/quote]
19th Sep 2025 6:30 am
d0zer122
Member Since: 08 Sep 2025
Location: Cape Town
Posts: 8
...and following some further diagnosis it turns out to be the front PTU.
Does anyone know where to obtain the collapsible spacer for the PTU? This https://www.heritagepartscentre.com/eu/ptu...der-2.html seems to be all I can find, else an alternative would do as preload is preload and bearing manufacturer engineering guidelines should suffice in the absence of OEM detail.
So, now just to see what the famous splines look like and decide whether the SD4 will become an unwitting eD4.
Has anyone every done this 'successfully'? And what I'd also like to know is: could the SD4 ECU mapping be flashed to somewhat of the eD4/TD4 power rating i.e. 110kW...a derating if you will.
Torque would not be an issue at the front for the stock GKN half shafts.
I'm keen to explore this option, strip out the propeller shaft, PTU, and Haldex and design the necessary cover for the rear diff where the Haldex would otherwise be, and get an unserviceable PTU, gut the gearings, blank off the output pinion shaft seal to the propeller shaft, and have it act as a spacer to retain the RHS half shaft bracket.
I could then store the driveline components while I figure out who the better repairer would be as I have major trust issues, even thought I could do this under 3rd party warranty I have.
I'm consulting with a gear cutting company to see if they could copy the coupling sleeve splines to replicate a suitable male spline for the PTU input shaft and heat treat it to a bets practice Rockwell hardness.
Does anyone have ANY clue what steel that shaft is made of..any automotive industry standard would be a best guess to begin with?
Anyway, looking forward to any comments and/or suggestions.
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18th Sep 2025 3:59 pm
