I asked Copilot for the answer on the orientation of the zerk, and the description was unclear...horizontal...compression. It took me to this video with a great explanation. Thanks!
Thank you for explaining this. I've never considered why we are taught to install the zerk fitting on the "compression" side of the yoke. Makes sense to me now.
I am installing new moog u joints on my F350 dually. The original are Spicer. I have 270,000 Miles on the original one and they are still silky smooth. I almost don't want to change them. But I do have a 3 car trailer and a single car trailer. I figured why take a chance going up hill and then BANG KLANK oh shit I am stuck. If I knew they were Spicer I would have ordered those instead of moog. I have Spicer in my 69 nova making 700 hp become the juice 250 shot. And never had a problem.
I prefer the non greasable Spicer u joints for strength, but I appreciate the tip in your video for the industrial stuff I work on. 3rd gen and foxbody guy here.
I have run the non greaseable joints, but I have always found them to be fairly dry, even right out of the box. I’ve gone deep 11s on greaseable Moog or Spicer joints. But yeah, whatever works for ya 👍
Thanks for your video, very interesting. I assume I'm missing something because the zerk is positioned directly out from the central point of rotation and so there is no difference throughout its 360 degree travel or which way it rotates. I can't find a way of identifying which side is which? Hard to explain but hope that makes sense and maybe you can before we do it wrong?
I’m not sure what you’re asking. It’s pretty self explanatory. Position the joint so the zerk is on the compression side of the joint when it is under the most load (forward gears).
I asked Copilot for the answer on the orientation of the zerk, and the description was unclear...horizontal...compression. It took me to this video with a great explanation. Thanks!
Thank you for explaining this. I've never considered why we are taught to install the zerk fitting on the "compression" side of the yoke. Makes sense to me now.
I am installing new moog u joints on my F350 dually. The original are Spicer. I have 270,000 Miles on the original one and they are still silky smooth. I almost don't want to change them. But I do have a 3 car trailer and a single car trailer. I figured why take a chance going up hill and then BANG KLANK oh shit I am stuck. If I knew they were Spicer I would have ordered those instead of moog. I have Spicer in my 69 nova making 700 hp become the juice 250 shot. And never had a problem.
I prefer the non greasable Spicer u joints for strength, but I appreciate the tip in your video for the industrial stuff I work on. 3rd gen and foxbody guy here.
I have run the non greaseable joints, but I have always found them to be fairly dry, even right out of the box. I’ve gone deep 11s on greaseable Moog or Spicer joints. But yeah, whatever works for ya 👍
Thanks for your video, very interesting. I assume I'm missing something because the zerk is positioned directly out from the central point of rotation and so there is no difference throughout its 360 degree travel or which way it rotates. I can't find a way of identifying which side is which? Hard to explain but hope that makes sense and maybe you can before we do it wrong?
I’m not sure what you’re asking. It’s pretty self explanatory. Position the joint so the zerk is on the compression side of the joint when it is under the most load (forward gears).