Suzuki/Lehman Rear End......

Might be getting closer to knowing which Ford rear end is on this 2002 Suzuki/Lehman trike. Here's the link followed by a copy 'n paste of the link info. In the first diagram, there's the 8-sided, 8-bolt differential housing cover that I've been trying to reference. At least from this info, it looks possible that the Ford rear end used on this trike is a 6 3/4" (6.75) from a range of Ford models, 4 cyl. or 6 cyl., 1974-1978.........Edit: The diagrams didn't copy 'n paste, but clicking on the link should show the diagrams.

The Mustang II Organization

Mustang II Axle Identification
The Mustang II utilizes two different style rear axles. The first axle is used on 4cyl and some 6cyl cars and is a 6 3/4" ring gear integral carrier axle. The second is used on some 6cyl and all 8cyl cars and is an 8" ring gear removable carrier axle.

The two axles are easy to tell apart. Looking at the axle from the rear of the car, if the center section has a cover with bolts around the circumference, it is the 6 3/4" axle. If there are no visible bolts from the rear, it is an 8" axle.

The following descriptions are from the Ford Shop Manuals. I have left the 9" references intact since this is a popular swap for cars that have severely modified engines with much more power than the stock engines.

The following axle identification is based on the axle tag located on the axle, if you have the code from the door tag (Certification label) you can look up your axle in our code reference section.
Description:
Integral Carrier Axle

The rear axle assembly is an integral-type housing, hypoid design, with the centerline of the pinion set below the centerline of the ring gear.

The semi-floating axle shafts are retained in the housing by ball bearings and a bearing retainer at the axle housing outer ends.

The differential assembly is mounted on two opposed tapered roller bearings. The bearings are retained in the housing by removable caps. Differential bearing preload and drive gear backlash is adjusted by nuts located behind each differential bearing cup.

The drive pinion assembly is mounted on two opposed tapered roller bearings. Pinion bearing preload is adjusted by a collapsible spacer on the pinion shaft. Pinion and ring gear tooth contact is adjusted by shims between the rear bearing cone and the pinion gear.

A cover on the rear of the differential housing provides access for inspection and removal and installation of the differential assembly and drive pinion.

An identification tag is attached to one of the rear cover-to-housing retaining bolts. Image of Integral Carrier Axle
Removable Carrier Axle

The rear axle is of the banjo housing, hypoid gear-type using an 8, 8-3/4, or 9-inch ring gear, in which the centerline of the pinion is mounted below the centerline of the ring gear (Fig. I). The 9-inch ring gear axle features a single sensor (Sure-Track) system. The Sure- Track rotor unit is located on the rear axle companion flange, with the sensor mounted in the pinion bearing retainer. The retainer to carrier attaching stud (in the 10 o'clock position) holds the wiring harness bracket.

The pinion gear and the pinion bearings are assembled in a pinion retainer, which is bolted to the carrier. The pinion is straddle mounted; that is, supported by bearings both in front of and to the rear of the pinion gear. Two opposed tapered roller bearings support the pinion shaft in front of the pinion gear with a collapsible spacer. A straight roller (pilot) bearing supports the pinion shaft at the rear of the pinion gear. Pinion and ring gear tooth contact is adjusted by adding or removing shims from between the pinion retainer and the carrier housing.

The differential assembly is mounted on two opposed tapered roller bearings, which are retained in the carrier by removable caps. The entire carrier assembly is bolted to the axle housing. Ball bearing assemblies (rear wheel bearings) are pressed onto the outer ends of the axle shafts and set in the outer ends of the axle housing.

Certain vehicles are equipped with tapered roller bearings, with which a different type of oil seal is used. These bearings support the semi-floating axle shafts at the outer ends. The inner ends of the shafts spline to the differential side gears. Bearing retainer plates hold the shafts in the housing. The left and right axle shafts are not interchangeable, the left shaft being shorter than the right. An identification tag is secured to the axle assembly by one of the carrier-to-housing bolts.

Image of Removable Carrier Axle
Traction-Lok
The axle assembly, except for the differential case and its internal components, is identical to the conventional [removable carrier] axle.

The Traction-Lok differential employs a multiple disc clutch to control differential action. The side gear mounting distance is controlled by 9 shims; 4 steel, 4 friction, and one composite plate (steel on one side, friction material on the other). These shims are stacked on the clutch hub and along with 4 ear guides are housed in the differential cover. Also located in the differential case, between the side gears, is a one-piece pre-load plate and block and four calibrated pre-load springs, which apply an initial force to the clutch pack. Additional clutch capacity is derived from the side gear thrust loads. The four friction plates are splined to the clutch hub which in turn is splined to the left axle-shaft, and the eared steel plates are dogged to the case; thus, the clutch is always engaged.
Identification Tags
Image of Axle Tag



1974 Axle Tag Codes
Axle Model
(From Tag) Ratio Ring Gear
Diameter (in.) Differential Type Carier Type
WGF-H 3.40:1 6 3/4 C2 Integral
WGF-K 3.40:1 6 3/4 C2 Integral
WGF-M 3.55:1 6 3/4 C2 Integral
WFZ-B 3.55:1 6 3/4 C2 Integral
WDW-T1 2.75:1 8 C2 Removable
WDW-U1 3.00:1 8 C2 Removable



1975-1976 Axle Tag Codes
Axle Model
(From Tag) Ratio Ring Gear
Diameter (in.) Differential Type Carier Type
WGF-H 3.40:1 6 3/4 C2 Integral
WGF-K 3.40:1 6 3/4 C2 Integral
WGF-U 3.18:1 6 3/4 C2 Integral
WGF-R2 3.18:1 6 3/4 C2 Integral
WGF-N 3.55:1 6 3/4 C2 Integral
WGF-R 3.55:1 6 3/4 C2 Integral
WGF-AA 3.18:1 6 3/4 C2 Integral
WGF-S 2.40:1 8 C2 Removable
WGF-T 3.40:1 8 C2 Removable
WDW-U1 3.00:1 8 C2 Removable
WDW-Z 3.00:1 8 T2 Removable
WDX-A 3.00:1 8 T2 Removable
WDY-N 3.55:1 8 C2 Removable
WDY-S 3.00:1 8 C2 Removable
WFK-C 3.55:1 8 T2 Removable
WFK-J 3.00:1 8 T2 Removable
WFK-K 3.40:1 8 T2 Removable
WFK-L 3.40:1 8 T2 Removable
WFK-M 3.40:1 8 T2 Removable
WFK-P 3.40:1 8 T2 Removable
WFK-N 3.55:1 8 T2 Removable
WFK-G 3.55:1 8 T2 Removable
WFD-R 3.00:1 8 T2 Removable
WFK-S 3.40:1 8 T2 Removable



1977 Axle Tag Codes
Axle Model
(From Tag) Ratio Ring Gear
Diameter (in.) Differential Type Carier Type
WGF-K1 3.18:1 6 3/4 C2 Integral
WGF-U1 3.18:1 6 3/4 C2 Integral
WGF-AA 3.18:1 6 3/4 C2 Integral
WGF-AJ 2.73:1 6 3/4 C2 Integral
WDW-AA 2.79:1 8 C2 Removable
WDW-Z1 3.00:1 8 C2 Removable
WDW-U 3.00:1 8 C2 Removable
WDW-AD 3.40:1 8 C2 Removable
WDY-S 3.00:1 8 C2 Removable
WDY-W 3.00:1 8 C2 Removable
WDY-AA 3.00:1 8 C2 Removable
WFK-J 3.00:1 8 T2 Removable
1978 Axle Tag Codes
Axle Model
(From Tag) Ratio Ring Gear
Diameter (in.) Differential Type Carier Type
WGF-K1 3.18:1 6 3/4 C2 Integral
WGF-U1 3.18:1 6 3/4 C2 Integral
WGF-AA 3.18:1 6 3/4 C2 Integral
WGF-AJ 3.27:1 6 3/4 C2 Integral
WDW-AB 2.79:1 8 C2 Removable
WDW-Z 3.00:1 8 C2 Removable
WDY-AA 3.00:1 8 C2 Removable
WDY-AH 3.40:1 8 C2 Removable
WDY-S 3.40:1 8 C2 Removable
WDY-W 3.40:1 8 C2 Removable

Notes:
Differential Type C2=Conventional (open) 2 pinion, T2 = Traction-Lok 2 pinion.
All data, images and descriptive text from Ford 1974-1978 Car Shop Manuals.
Editorial comments and layout are my own.
Due to mid-year production changes or errors in the manuals, it is likely there were combinations other than what is listed here.
The tables supplied here are listings for the particular axle style most likely to be found in a Mustang II. Due to Ford listing multiple car models together, some of the axles listed may actually be for other Ford car models.

We also have a very large (300KB) view of how this fits into the rear suspension. Use your browsers "Back" button to return to this page.
Select the desired size view of how the rear sway bar fits in. 640x400 (22K) 800x500 (36K) 1200x760 (80K).
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imho the clutch pac should be deep sixed for any 3 wheel configuration...

stacebg said:

imho the clutch pac should be deep sixed for any 3 wheel configuration...

Click to expand...

I don't know enough about trikes to have an opinion either way, but I do respect your more experienced view.

After reading about the clutch pack for the Traction-Lok differential, it brings up a question for me. It's my understanding that Traction-Lok increases traction on whatever vehicle it's used on. Also read the part that said "thus, the clutch is always engaged".

Was visiting a friend and he showed me his quad. Asked him about the idle speed and he showed me something interesting. He fired up the quad, put it in 2nd gear and let it idle. The quad stayed where it was while in gear, both of us standing on either side of the vehicle. Then he reached over and turned the idle adjuster to increase the idle speed. With the idle speed set below a certain rpm, the quad stood still, but when the idle speed was increased to above a certain rpm, the quad started to creep forward on it's own. Does this mean that his quad has Traction-Lok ? Reason I'm guessing that it might is that if the clutch is always engaged, once the revs were raised, the quad set in motion (not by using the throttle, but by raising the idle speed, same/same (kinda).........

Ol' Grey,
You have done your homework! The Lehman rear end early on was a rebuilt 6.75 Ford. Many years ago we had our own castings made with new carriers and ring and pinion gear sets based on the Ford design.

We don't use or recommend the Traction-Lok version of that diff. For a trike application the "open" differential works best.

not the same at all
the quad has an auto matic clutch same idea as a car... little or no movement at idle,,,, but w just few more rpm it will start to move....
traction loc, posi, limited slip, etc refers to the differential or pumpkin as some call it,,, if the diff is a posi etc the diff has some sore of mechanical means to limit the amout one wheel will turn without the other wheel turning... for example with the trans in park and car in the air with a posi you wont be able turn either wheel.... so when you take off you will have little if any single wheel spin..... if the diff is open, no clutches or "ties" from one sid to the other, when in the air you turn either wheel the other will spin the opposite direction,,,, and when you take of you can have one wheel spin

hope that is a little more clear than mud

Ol' Grey said:

Was visiting a friend and he showed me his quad. Asked him about the idle speed and he showed me something interesting. He fired up the quad, put it in 2nd gear and let it idle. The quad stayed where it was while in gear, both of us standing on either side of the vehicle. Then he reached over and turned the idle adjuster to increase the idle speed. With the idle speed set below a certain rpm, the quad stood still, but when the idle speed was increased to above a certain rpm, the quad started to creep forward on it's own. Does this mean that his quad has Traction-Lok ? Reason I'm guessing that it might is that if the clutch is always engaged, once the revs were raised, the quad set in motion (not by using the throttle, but by raising the idle speed, same/same (kinda).........

Click to expand...

stacebg said:

not the same at all
the quad has an auto matic clutch same idea as a car... little or no movement at idle,,,, but w just few more rpm it will start to move....
traction loc, posi, limited slip, etc refers to the differential or pumpkin as some call it,,, if the diff is a posi etc the diff has some sore of mechanical means to limit the amout one wheel will turn without the other wheel turning... for example with the trans in park and car in the air with a posi you wont be able turn either wheel.... so when you take off you will have little if any single wheel spin..... if the diff is open, no clutches or "ties" from
one sid to the other, when in the air you turn either wheel the other will spin the opposite direction,,,, and when you take of you can have one wheel spin
hope that is a little more clear than mud

Click to expand...

Thanx for explaining that, "stacebg". So his quad was doing what it did because of the automatic clutch and not traction-lok. Got it. When you added posi-traction to the list, it brought back memories and understanding.

Would all wheel drive be a modern variation of traction-lok, posi-traction, etc. ? Four wheels, each only receiving the amount of torque that each of them can utilize without causing slippage ? When going around corners, the outer wheels turning faster than the inner wheels......if rear wheels were stuck in/on a non-traction surface, the front wheels would have traction to pick up the slack, yes ?

Lehman said:

Ol' Grey,
You have done your homework! The Lehman rear end early on was a rebuilt 6.75 Ford. Many years ago we had our own castings made with new carriers and ring and pinion gear sets based on the Ford design.

We don't use or recommend the Traction-Lok version of that diff. For a trike application the "open" differential works best.

Click to expand...

When did Lehman go from the Ford rear end and start making their own, thanks for all the info here !!

Ol' Grey said:

Thanx for explaining that, "stacebg". So his quad was doing what it did because of the automatic clutch and not traction-lok. Got it. When you added posi-traction to the list, it brought back memories and understanding.

Would all wheel drive be a modern variation of traction-lok, posi-traction, etc. ? Four wheels, each only receiving the amount of torque that each of them can utilize without causing slippage ? When going around corners, the outer wheels turning faster than the inner wheels......if rear wheels were stuck in/on a non-traction surface, the front wheels would have traction to pick up the slack, yes ?

Click to expand...

Excellent read.. Thanks Ol Grey. I have a Suzuki Intruder 1400 Lehman trike. I found the shocks bushings are shot and the pivot bushing have some play. I have a question? Are the shocks Ford shocks or motorcycle shocks. And is the pivot bushings where the lehman trike attaches to the bike frame. And is there a aftermarket mod to stop side sway??? We had the bike 2 yrs now and find it needs new shocks and bushings. Hope you guys can help.