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PostPosted: Thu Nov 10, 2016 6:19 pm 
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Joined: Wed Sep 21, 2016 2:30 am
Posts: 314
Location: Maine
wow what a great thread. I spent many nights sifting through the CTS-V posts about rearend swaps (I just sold a 06 CTS-V with 31k miles on it) what a pain in the rear they were, but this looks pretty straight forward. And much easier to locate parts.

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2014 Caprice PPV silver
2015 Ram 2500
2002 CETA trans am
1996 Impala ss (soon to be 5.3/t56)
1995 9c1
1977 Trans am SE 4spd.
1978 trans am 400 4 spd.


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PostPosted: Fri Dec 09, 2016 2:42 am 
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Joined: Thu May 05, 2016 2:25 am
Posts: 98
Location: SW MI
Wohahaha- time for the winter time upgrades..


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2011 9C1 6.0
RCR "Little Lunati" 219/223 .625/.625 112+0
Kooks headers, hi flow cats, Dynomax Super Turbos
Flex fuel tune
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PostPosted: Mon Apr 10, 2017 1:04 pm 
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Joined: Thu May 05, 2016 2:25 am
Posts: 98
Location: SW MI
Finally have some time to work on the car. The driveshaft to rear end connection is the rubber fiber flex disc. Where the bolts go through the disc there are steel sleeves. The sleeves extend out from the disc and fit into recesses in the rear end yoke. The recesses in the rear end yoke on the Camaro diff have a bigger diameter then the Caprice. It all bolts up tight and the center pin seems to center every thing. Its just that before the bolts are tight there is some rotating play between the shaft and yoke. It looks like it's intended that sleeves are supposed to take the rotating force and the bolts hold it all together. With the larger recesses in the yoke it's maybe putting more stress on the bolts? Do I need a Camaro flex disc or will that not fit the Caprice driveshaft? Maybe it doesn't matter. Any one else had this issue?
Thanks

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2011 9C1 6.0
RCR "Little Lunati" 219/223 .625/.625 112+0
Kooks headers, hi flow cats, Dynomax Super Turbos
Flex fuel tune


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PostPosted: Sat Jul 22, 2017 1:55 pm 
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Joined: Fri Jul 21, 2017 3:58 am
Posts: 2
I know this is a little old. Dowel rings are a more precise fit than bolts and together with the receiving counter-bores they handle the rotational load. The bolts keep the two mated together. In the case you described, there will be some shifting. A different bushing/dowel ring or if the Camaro flange can also be used that would be best.


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PostPosted: Sat Aug 12, 2017 7:14 pm 
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Joined: Sun Apr 30, 2017 9:36 pm
Posts: 13
Location: Mid NW Indiana
Not sure where to ask this question but I have a 2014 ppv and was wanding if anyone knows if axles from any other cars will fit ? camaro,g8 ? I had a heck of a time getting the axle nut off and the threads look bad now so I want to replace it just don't want to give gm 433 dollars and change for theres, any help or advice would be great.

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Ray

2014 ppv


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PostPosted: Tue Aug 15, 2017 3:28 pm 
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Joined: Sat Feb 07, 2015 8:31 pm
Posts: 1314
Location: Pearland, Texas
So I need to ask, because I'm wondering if I should be concerned with the diff I have. It seems to have a bit of play when I turn the pinion yoke. I can turn it clockwise, and it'll turn the ring gear. If I stop, and turn it counter-clockwise, there's a bit of movement, probably a couple of degrees, before the ring gear turns. Is this normal? I think it is, but have never actually turned the driveshaft on our Caprice to see if there's similar 'play'. Thanks.

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Gene Beaird,
Pearland, Texas
2012 Caprice 9C1
1992 B4C 1LE Camaro
2010 Tahoe PPV (her car)
1995 DGGM Impala SS
1996 BBB Impala SS (11-second DD)
1985 Firebird - 310 LS1 C Prepared autocross car.
And some others
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PostPosted: Tue Aug 15, 2017 3:47 pm 
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Joined: Sun Aug 09, 2015 5:55 pm
Posts: 159
CrashTestDummy wrote:
So I need to ask, because I'm wondering if I should be concerned with the diff I have. It seems to have a bit of play when I turn the pinion yoke. I can turn it clockwise, and it'll turn the ring gear. If I stop, and turn it counter-clockwise, there's a bit of movement, probably a couple of degrees, before the ring gear turns. Is this normal? I think it is, but have never actually turned the driveshaft on our Caprice to see if there's similar 'play'. Thanks.


Yes, that's called backlash and it's required in all rears. Measuring it is pretty simple, but you need a dial indicator. Take off the rear cover and put the dial indicator on the ring gear. Hold the pinion still and rock the ring gear back and forth. The movement of the dial indicator is your backlash. I want to say that the Camaro rears are supposed to be somewhere around 0.007", but look up the spec to verify.


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PostPosted: Tue Aug 15, 2017 6:44 pm 
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Joined: Sat Feb 07, 2015 8:31 pm
Posts: 1314
Location: Pearland, Texas
Hmm, the pinion sure turns more than .007, and while I know it's different than measuring the ring gear, I guess I should pop the thing open and see.

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Gene Beaird,
Pearland, Texas
2012 Caprice 9C1
1992 B4C 1LE Camaro
2010 Tahoe PPV (her car)
1995 DGGM Impala SS
1996 BBB Impala SS (11-second DD)
1985 Firebird - 310 LS1 C Prepared autocross car.
And some others
Do YOU have my SPID?


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PostPosted: Wed Aug 16, 2017 12:46 am 
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Joined: Tue Dec 13, 2016 3:38 am
Posts: 18
Location: Texas Gulf Coast
Gene,
The 2.92 differential looks like the rear cover acts as the carrier bearing caps. The split line is inline with the center of the bearings. If it is not noisy, nothing is leaking, I personally would not touch it except for an oil change. It looks like the other ratios have a cover that can be taken off. Just my 2 cents worth.

David


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