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The Following brands are available based on your search.

  • Beck Arnley
    Beck Arnley
  • FAG
    FAG
  • SKF
    SKF
  • Timken
    Timken

Best Selling Genuine Chrysler Differential Bearings

  • We Stock the following top leading brands, including Beck Arnley, Timken, SKF
  • Constantly Updated Inventory of Chrysler Replacement Differential Bearing Parts

Beck Arnley
1993 Chrysler Imperial Differential Bearing Beck Arnley

P311-16A1B0D    051-3869  New

Qty:
8.20
Beck Arnley Differential Bearing
  • BEARINGS
  • APPLICATION SPECIFIC FOR THIS VEHICLE
  • Product Attributes:
    • CONE BORE INCHES: 1.496
    • CONE BORE MM: 38
    • CONE LENGTH INCHES: 0.6693
    • CONE LENGTH MM: 17
    • CONE RADIUS INCHES: 0.187
    • CONE RADIUS MM: 4.75
    • CUP RADIUS INCHES: 0.05
    • CUP RADIUS MM: 1.27
    • DRIVEN OR NON DRIVEN: Non
    • ORDER MULTIPLE: 1
    • OUTER RACE RADIUS MM: 1.27
    • OUTER RACE WIDTH INCHES: 0.5314
    • OUTER RACE WIDTH MM: 13.5
    • STANDOUT MM: 2.1
  • Beck/Arnley parts meet foreign nameplate OE specifications for form, fit and function. Our product specialists work with a network of global sourcing partners so you can install the right part with confidence.
  • Suggested Purchase Quantity: 4
    • Most jobs typically require 4 of this item.
Brand: Beck Arnley
Additional Fitment Information:
Vehicle Transmission
1993 - Chrysler Imperial Automatic
Timken
1976 Chrysler New Yorker Differential Bearing - Rear Timken

P311-5920CA6    JLM704649  New

Qty:
20.14
Timken Differential Bearing  Rear
  • Tapered Roller Bearing Cone
  • ; 9.25 in. Ring Gear
  • www.timkeninfo.com
  • Suggested Purchase Quantity: 2
    • Most jobs typically require 2 of this item.
Brand: Timken
Position: Rear
Additional Fitment Information:
Vehicle Position
1976 - Chrysler New Yorker Rear
Timken
1973 Chrysler Imperial Differential Bearing - Rear Timken

P311-1067814    LM104949  New

Qty:
11.72
Timken Differential Bearing  Rear
  • Tapered Roller Bearing Cone
  • ; 8.75 in. Ring Gear
  • www.timkeninfo.com
  • Suggested Purchase Quantity: 2
    • Most jobs typically require 2 of this item.
Brand: Timken
Position: Rear
Additional Fitment Information:
Vehicle Position
1973 - Chrysler Imperial Rear
Timken
1970 Chrysler New Yorker Differential Bearing - Rear Timken

P311-1067814    LM104949  New

Qty:
11.72
Timken Differential Bearing  Rear
  • Tapered Roller Bearing Cone
  • www.timkeninfo.com
  • Suggested Purchase Quantity: 2
    • Most jobs typically require 2 of this item.
Brand: Timken
Position: Rear
Additional Fitment Information:
Vehicle Position
1970 - Chrysler New Yorker Rear
Timken
1968 Chrysler Imperial Differential Bearing - Rear Timken

P311-1067814    LM104949  New

Qty:
11.72
Timken Differential Bearing  Rear
  • Tapered Roller Bearing Cone
  • ; 8.75 in. Ring Gear - Non Sure Grip
  • www.timkeninfo.com
  • Suggested Purchase Quantity: 2
    • Most jobs typically require 2 of this item.
Brand: Timken
Position: Rear
Additional Fitment Information:
Vehicle Position
1968 - Chrysler Imperial Rear
Timken
1968 Chrysler Imperial Differential Bearing - Rear Timken

P311-2B03513    25590  New

Qty:
15.73
Timken Differential Bearing  Rear
  • Tapered Roller Bearing Cone
  • ; 9.25 in. Ring Gear
  • www.timkeninfo.com
  • Suggested Purchase Quantity: 2
    • Most jobs typically require 2 of this item.
Brand: Timken
Position: Rear
Additional Fitment Information:
Vehicle Position
1968 - Chrysler Imperial Rear
Timken
1961 Chrysler Newport Differential Bearing - Rear Timken

P311-2B03513    25590  New

Qty:
15.73
Timken Differential Bearing  Rear
  • Tapered Roller Bearing Cone
  • ; 8.75 in. Ring Gear - Sure Grip
  • www.timkeninfo.com
  • Suggested Purchase Quantity: 2
    • Most jobs typically require 2 of this item.
Brand: Timken
Position: Rear
Additional Fitment Information:
Vehicle Position
1961 - Chrysler Newport Rear
Timken
1957 Chrysler Imperial Differential Bearing - Rear Timken

P311-3CB34DA    25580  New

Qty:
16.34
Timken Differential Bearing  Rear
  • Tapered Roller Bearing Cone
  • www.timkeninfo.com
  • Suggested Purchase Quantity: 2
    • Most jobs typically require 2 of this item.
Brand: Timken
Position: Rear
Additional Fitment Information:
Vehicle Position
1957 - Chrysler Imperial Rear
Timken
2006 Chrysler 300 Differential Bearing - Front Left Timken

P311-586C0F9    LM503349  New

Qty:
21.00
Timken Differential Bearing  Front Left
  • Tapered Roller Bearing Cone
  • www.timkeninfo.com
  • Suggested Purchase Quantity: 2
    • Most jobs typically require 2 of this item.
Brand: Timken
Position: Front Left
Additional Fitment Information:
Vehicle Position
2006 - Chrysler 300 Front Left
Timken
2009 Chrysler Aspen Differential Bearing - Rear Timken

P311-0FFAA3D    LM603049  New

Qty:
11.64
Timken Differential Bearing  Rear
  • Tapered Roller Bearing Cone
  • ; 8.25 in. Ring Gear
  • www.timkeninfo.com
  • Suggested Purchase Quantity: 2
    • Most jobs typically require 2 of this item.
Brand: Timken
Position: Rear
Additional Fitment Information:
Vehicle Position
2009 - Chrysler Aspen Rear
SKF
1997 Chrysler Sebring Differential Bearing 4 Cyl 2.4L SKF

P311-27249EA    W0133-1669272  New

Qty:
24.83
SKF Differential Bearing
  • This Original Equipment Manufacturer part is the same part that was made & installed by the car manufacturer at the factory where the car was produced.
  • ; Engine - EDZ
  • Bearing Only - See Bearing Race
Brand: SKF
Additional Fitment Information:
Vehicle Submodel Block Engine CID CC
1997 - Chrysler Sebring JX L 4 Cyl 2.4L 148 2429
SKF
1996 Chrysler Sebring Differential Bearing 6 Cyl 2.5L SKF

P311-27249EA    W0133-1669272  New

Qty:
24.83
SKF Differential Bearing
  • This Original Equipment Manufacturer part is the same part that was made & installed by the car manufacturer at the factory where the car was produced.
  • ; Engine - EEB
  • Bearing Only - See Bearing Race
Brand: SKF
Additional Fitment Information:
Vehicle Submodel Block Engine CID CC
1996 - Chrysler Sebring JX V 6 Cyl 2.5L 152 2497
SKF
2002 Chrysler PT Cruiser Differential Bearing SKF

P311-27249EA    W0133-1669272  New

Qty:
24.83
SKF Differential Bearing
  • This Original Equipment Manufacturer part is the same part that was made & installed by the car manufacturer at the factory where the car was produced.
  • Bearing Only - See Bearing Race
Brand: SKF
Additional Fitment Information:
Vehicle
2002 - Chrysler PT Cruiser
SKF
2004 Chrysler Pacifica Differential Bearing SKF

P311-27249EA    W0133-1669272  New

Qty:
24.83
SKF Differential Bearing
  • This Original Equipment Manufacturer part is the same part that was made & installed by the car manufacturer at the factory where the car was produced.
  • ; FWD
  • Bearing Only - See Bearing Race
Brand: SKF
Additional Fitment Information:
Vehicle
2004 - Chrysler Pacifica
SKF
1996 Chrysler Town & Country Differential Bearing 6 Cyl 3.8L SKF

P311-27249EA    W0133-1669272  New

Qty:
24.83
SKF Differential Bearing
  • This Original Equipment Manufacturer part is the same part that was made & installed by the car manufacturer at the factory where the car was produced.
  • ; Production: -03/1995, FWD
  • Bearing Only - See Bearing Race
Brand: SKF
Additional Fitment Information:
Vehicle Submodel Block Engine CID CC Prod. Date Range
1996 - Chrysler Town & Country Base V 6 Cyl 3.8L 231 3778 To:03-00-95
SKF
2003 Chrysler Sebring Differential Bearing SKF

P311-27249EA    W0133-1669272  New

Qty:
24.83
SKF Differential Bearing
  • This Original Equipment Manufacturer part is the same part that was made & installed by the car manufacturer at the factory where the car was produced.
  • ; Eng:EER
  • Bearing Only - See Bearing Race
Brand: SKF
Additional Fitment Information:
Vehicle Submodel Engine VIN
2003 - Chrysler Sebring LX R
SKF
1995 Chrysler Town & Country Differential Bearing SKF

P311-27249EA    W0133-1669272  New

Qty:
24.83
SKF Differential Bearing
  • This Original Equipment Manufacturer part is the same part that was made & installed by the car manufacturer at the factory where the car was produced.
  • ; Production: -03/31/1995
  • Bearing Only - See Bearing Race
Brand: SKF
Additional Fitment Information:
Vehicle Prod. Date Range
1995 - Chrysler Town & Country To:03-31-95
SKF
1999 Chrysler Town & Country Differential Bearing SKF

P311-27249EA    W0133-1669272  New

Qty:
24.83
SKF Differential Bearing
  • This Original Equipment Manufacturer part is the same part that was made & installed by the car manufacturer at the factory where the car was produced.
  • ; Eng:EGM
  • Bearing Only - See Bearing Race
Brand: SKF
Additional Fitment Information:
Vehicle Fuel Type
1999 - Chrysler Town & Country FLEX
SKF
2004 Chrysler Sebring Differential Bearing SKF

P311-27249EA    W0133-1669272  New

Qty:
24.83
SKF Differential Bearing
  • This Original Equipment Manufacturer part is the same part that was made & installed by the car manufacturer at the factory where the car was produced.
  • ; Eng:EDZ
  • Bearing Only - See Bearing Race
Brand: SKF
Additional Fitment Information:
Vehicle Engine VIN
2004 - Chrysler Sebring X
SKF
2008 Chrysler Sebring Differential Bearing SKF

P311-27249EA    W0133-1669272  New

Qty:
24.83
SKF Differential Bearing
  • This Original Equipment Manufacturer part is the same part that was made & installed by the car manufacturer at the factory where the car was produced.
  • ; Eng:EDG
  • Bearing Only - See Bearing Race
Brand: SKF
Additional Fitment Information:
Vehicle Engine VIN
2008 - Chrysler Sebring J

Latest Car Advice

CarJunky AutoAdvice

setting up dodge durango rear differential

Showing 2 out of 15 Posts | Show 13 Hidden Posts
Question From SULLY1963 on setting up dodge durango rear differential

This is my first post, so please bare with me. I am health retired mechanic, but I still do some work for people who can't afford to take their vehicle to a regular shop. While I don't do it free, I am damn cheap and they buy all parts and etc.

I have set up differentials that took shims to set backlash etc...but I have a 98 dodge durango right now that works only with a crush sleeve and carrier bearing end caps. While I know I should check torque on the pinion nut, it was to chewed up from damage at another time, I actually had to cut it off with a torch and air hammer. Anyway, I think I have the carrier bearings about right and I tried tightening pinion nut til it "felt" right, but I have a howl that I'm not sure how to get rid of. It is more at higher speeds.
If someone with experience on this type of rear end could give me a little help or even just a nudge in the right direction, it would be greatly appreciated.

98 Dodge Durango
5.2L V-8
4x4

Response From kensoncustom

hi sully dont make this more difficult than it is
this is not rocket since.if you are not changing gear ratio
factory shim located behind inner bearing should be fine
press it off the old pinion.if it is damaged replace with same thickness.crush sleeve so that pinion turns smooth with no end play slight pre-load.set backlash between .005 .008 check pattern let er eat.

Response From Discretesignals

Even if your not changing gears, just by changing bearings/races you can disturb the original settings. I've done a few where aftermarket bearings ended up changing the tolerances in the pinion depth and you had to use different shim thicknesses. Plus on this rear end adjusters are used for the carrier bearings instead of shims, which makes it a little more complicated getting back together.

If your changing the gears, it is a whole different ballpark. Setting up a rear end properly is kind of an art, especially when your doing it on flat rate.

Response From kensoncustom

original shim is always best place to start 9 times out of 10 you wont take it apart twice

Response From Discretesignals

Did you check your ring and pinion gear contact pattern?

Yes, it does seem like it may be a little deep. I torqued the pinion nut more than my wrench will read, 250ftlb. and am afraid I may overtighten. Don't want to take apart again.

I guess he may be that 1 out of 10.

Response From kensoncustom

probably don't have a $300.00 pinion depth gage eeither

Response From Discretesignals

Did you check your ring and pinion gear contact pattern?

Response From SULLY1963

Yes, it does seem like it may be a little deep. I torqued the pinion nut more than my wrench will read, 250ftlb. and am afraid I may overtighten. Don't want to take apart again.

Response From Discretesignals

The crush sleeve is used to preload the pinion bearings. Over tightening it won't affect the pinion depth, but will make the preload too high and burn out your bearings. If it isn't preloaded enough, the pinion can move around changing the contact pattern. The shim on the pinion is what controls the pinion depth. If it is too deep on the contact pattern, you need to decrease the pinion shim thickness. .005 inch increment changes when increasing or decreasing pinion depth to get correct pattern. It doesn't take much to make a big change on the contact pattern. It will hum if the contact pattern is off. Sometimes the bearing tolerances may be different between aftermarket and OEM bearings, so beware.


When you preload the pinion bearings, you can't have the ring gear installed. You need to tighten the pinion nut till you have around a preload of 15 to 35 inch lbs. It takes a lot of torque to crush the sleeve, but you need that preload to be in the range. You'll need a torque wrench in that range to verify preload. You are correct in that if you do them enough you can get a feel for what is right. Anytime you crush the spacer you have to replace it when you go to install new bearings or races or make changes to the pinion depth.

Checking bearing preload with small torque wrench:

Response From SULLY1963

am I correct in my understanding that it only takes 35inlb to crush the sleeve on the pinion? If so I may as well pull it all apart again, I put at least 250ftlb on the pinion nut. How do I know or gauge the carrier bearings?

Response From Discretesignals Top Rated Answer

You sure you done this before? Not something you want to get wrong on a customer's vehicle. The only difference with a Chrysler rear end, such as the one your playing with, is that it uses side adjusters like you would see on a non integral Ford or Toyota rear end, but they all set up the same.

No, it takes a whole lot more torque to collapse the sleeve. You crush the sleeve until the bearing preload is achieved. The pinion bearing preload is a measurement of how much force is required to rotate the pinion shaft. When it takes 15-35 inch lbs of force to rotate the pinion shaft is when the bearing preload is correct. If it takes more than 35 inch lbs to rotate the shaft, the preload is too high. Under 15 and the preload is too low. It has to be done with the ring gear/differential removed.

The carrier bearing adjusters do two things (1) set the backlash and (2) carrier bearing preload. I've done a couple of these rear ends and they can be a little bit of a pain getting the backlash, preload, and contact pattern right, so it may take a lot of trial and error. You do have the tool that slides into the axle tube to turn the adjusters?

Here is the procedure:

1. Use Wrench C-4164 to adjust each threaded adjuster inward until the differential bearing free-play is eliminated. Allow some ring gear backlash (approximately 0.01 inch/0.25 mm) between the ring and pinion gear. Seat the bearing cups with the procedure described above.

2. Install dial indicator and position the plunger against the drive side of a ring gear tooth. Measure the backlash at 4 positions (90 degrees apart) around the ring gear. Locate and mark the area of minimum backlash.
3. Rotate the ring gear to the position of the least backlash. Mark the gear so that all future backlash measurements will be taken with the same gear teeth meshed.
4. Loosen the right-side, tighten the left-side threaded adjuster. Obtain backlash of 0.003 to 0.004 inch (0.076 to 0.102 mm) with each adjuster tightened to 14 Nm (10 ft. lbs.). Seat the bearing cups with the procedure described above.
5. Tighten the differential bearing cap bolts;
- 8 1/4 axles: 95 Nm (70 ft. lbs.)
- 9 1/4 axles: 136 Nm (100 ft. lbs.)

6. Tighten the right-side threaded adjuster to 102 Nm (75 ft. lbs.). Seat the bearing cups with the procedure described above. Continue to tighten the right-side adjuster and seat bearing cups until the torque remains constant at 102 Nm (75 ft. lbs.).
7. Measure the ring gear backlash. The range of backlash is 0.006 to 0.008 inch (0.15 to 0.203 mm).
8. Continue increasing the torque at the right side threaded adjuster until the specified backlash is obtained.

NOTE: The left-side threaded adjuster torque should have approximately 102 Nm (75 ft. lbs.). If the torque is considerably less, the complete adjustment procedure must be repeated.

9. Tighten the left-side threaded adjuster until 102 Nm (75 ft. lbs.) torque is indicated. Seat the bearing rollers with the procedure described above. Do this until the torque remains constant.
10. Install the threaded adjuster locks and tighten the lock screws to 10 Nm (90 inch lbs.).
After the proper backlash is achieved, perform the Gear Contact Analysis procedure.

Response From SULLY1963

Yeah, but it has been a long time. Thank you I appreciate your help. If there is ever a time that you lose confidence in yourself be sure and let me know, I'll do my best to make you feel better too.

Response From Discretesignals

Wasn't my intention to make you feel bad. Nobody expects you to remember all that, but if your doing repair work on a customer's vehicle and don't remember, it's good to have service information.

Response From Discretesignals

Forgot to add this:

NOTE: The differential bearing cups will not always immediately follow the threaded adjusters as they are moved during adjustment. To ensure accurate bearing cup responses to the adjustments:
- Maintain the gear teeth engaged (meshed) as marked.
- The bearings must be seated by rapidly rotating the pinion gear a half turn back and forth.
- Do this five to ten times each time the threaded adjusters are adjusted.

Response From DanD

You do have the tool that slides into the axle tube to turn the adjusters?

I have both sizes and they are re-purposed Chrysler suspension torsion bars.
I've had them for years. LOL

Dan.