My 1952 M135 Build

[LMRmopar]

Now begins the fun process of it all, I have taken lots of photos for those curious as there isn't exactly a whole lot of information on the H110..

The Eaton/GM H110 was a 12.25" Axle used from the 1940s-1980s, from deuces to one tons. (Last known use was 1986 Chevrolet C30). They're all open diffs as far as I know.

Parts are getting harder to track down but thankfully the bearings are still being produced in limited numbers, they are expensive however...
Pinion Seal: 25970 (SKF Number)
Outer Pinion Bearing P/N: 5310WA (SKF Number)
Inner Pinion Bearing P/N: MU-1306-TDM (BCA Bearings)
Differential Side Bearings P/N: KA11820-Z (SKF number)
Locker Assembly: 250S27 (Detroit No-Spin)

As for gaskets I am sure I could have tracked down them all however I much prefer to use High performance Engine Sealant as we have an abundance of it at the shop LoL.

The service procedure can be found in the technical manuals and does go in depth with a lot of it, however it should be noted that this differential shares nothing with todays differential configurations.

The pinion has no shims and no crush sleeve, seeming as both pinion bearings are ball/cylindrical roller bearings, the need for a crush sleeve is moot. The pinion nut is torqued between 160-280 Ft-Lbs.

This Diff has what is called a Thrust Block and keeps the ring gear from flexing too much when under severe load (This must be removed before attempting to remove the ring gear/diff carrier from the axle)

 

[LMRmopar]

After removing the differential, make sure you mark everything before you take it apart. (if you do not mark the differential case there is manufactured mark engraved on the case so it cannot be missed) there is no mark on the ring gear however.

During the removal of my differential it is clear that the truck sitting up north for 7 years has let some condensation rust spots on the diff, no cause for concern on anything so far though. Differential is not cracked, no gears were chipped, all the bearings are worn out, business as usual

Removal of all the bearings are to be done with a press supposedly, however if you have a bench vise and a hammer with a bearing separator clamp then you'll be fine, or cut them off which also works.

Replaced the Pinion bearings, installed the pinion seal and re installed the pinion assembly back into the axle. re installed pinion seal housing and hand torqued the pinion nut to 200 ft lbs, aligned the cotter pin hole with the castle nut and away she went.

 

[LMRmopar]

In the final stretch, split the differential case after removed the ring gear bolts, removed the spider gears and thrust washers and stored them away in a box incase of breakage, always good to keep spare parts on hand for these trucks.

Removed the Differential side bearings and installed new ones. Put the Differential case and ring gear back together with the new locker installed and hand torqued the Ring gear bolts. Re installed the differential into the carrier housing and set the side bearing adjustment so the backlash is set to 0.006" after measuring with a dial indicator, (Spec is 0.005"-0.008"). Hand Torqued bearing cap bolts and verified backlash again to make sure.

After installing the side bearing adjuster locks it was time to install the thrust pad. Installation of the thrust pad is easy, screw in the thrust pad all the way until it makes contact and then back it off 1/12th a turn from the ring gear, then, tighten the jam nut. Spun the ring gear and verified the Thrust pad does not drag.

After reinstalling the Differential assembly into the axle housing, I re installed the driveshaft and the axle shafts, filled the diff with 80w90 and took it for a quick drive to check engagement of the locker and make sure everything was correct.

It wasn't hard to verify the locker was working as the truck sits on 395s that are still aired to 55 psi, and it's also the dead of winter with the ambient temperature being -19C (-2 Fahrenheit) and quite a lot of snow on the ground currently. Taking off from icy/snow intersections was much better even just having only one locker installed, I cannot wait to install another locker on the center axle.

I will be uploading a video this weekend of the M135 playing in the snow and possibly drifting so stay tuned for that