The inner part is a flanged sleeve, which is the rubberized bore that rides on the converter hub ( Figure 2). The outer casing looks like a normal metal clad, lip seal and all. The OD of the seal has a silicone bead for sealing the pump bore. Take note, however, that the ID of the seal is not a lip, but rather a rubberized bore with support ribs and two circular ribs that act to seal fluid. The pump body uses a caged bearing instead of a bushing.Īt first glance the pump seal looks like a regular metal clad ( Figure 1). There can also be a steel separator plate between the cover and stator support. This was done to enable the addition of a PTO drive gear, if required. The pump assembly is made in three sections, the cast iron pump body, aluminum cover and steel stator support. The 6R140 was designed to accommodate big engines and heavy loads.
#5R110W TRANSMISSION CASE SEALING RINGS DRIVER#
Not using the driver could cause damage to the seal. The seal is constructed in a manner that requires a stepped driver for installation. Not using a proper seal driver can cause other issues as well, such as the front output seal on a NP246 transfer case. The final blow actually shocks the spring out of position, which is why the seal should be pressed in and with the correct tool.
Many rebuilders did learn, however, that pounding in a seal with a regular driver could result in problems, like the garter spring popping out on an AX4S.
#5R110W TRANSMISSION CASE SEALING RINGS DRIVERS#
Drivers could vary from sockets to bushing drivers to a “for real” metal-clad seal installer. Many seals have been hammered in while others were pressed in. Rebuilders have installed metal-clad seals over the years in a variety of ways and with a variety of tools. Seal installation for service is a different matter altogether. Fixtures used by the OEMs are special high-volume tools designed for speed and accuracy as well as longevity. Seal OD could be rubberized and even have a raised ribbed, which fits into a pump bore groove, to prevent pop out.Īfter seals are received at the transmission assembly plants, they have to be unpackaged and loaded onto the installation equipment correctly, so that component installation can be done quickly and without error. The OD of the seal can have a paint coating (bore coat) or a bead of silicone to prevent leaks. The newer blends were more heat resistant as well as being more durable against abrasives. Metal-clad seal manufacturers used Nitrile (Buna N) rubber early on, but then switch to other materials such as silicone and fluoroelastomers such as Viton or ethylene acrylic elastomers like Vamac. Materials have changed as much as designs. Certain metal clads may also have a stone guard or baffle to protect the lip. Due to excessive axle shaft movement, a regular lip design would tend to leak therefore, the seal manufacturer developed a seal that allowed the lip to float up and down, moving with the actual shaft. Normally the lip has a standard profile, but in certain cases a deviation may be required such as the Chrysler A670/A604 axle seal. The basic design of metal clads have changed somewhat over decades, whether it be flanged or non-flanged, booted or non-booted, with a variety of lip profiles.
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