SPIRITS AND SPOOK'S

Today is the ghost of the future’s past—

your now is a ghost,

my now is a ghost,

for whatever we do will last.

There’s hope for tomorrow’s yesterday—

you are a hope,

I am a hope,

if we nourish each other today.

Regrets are old spooks that may rattle their chains—

fear is a spook,

hate is a spook,

and so are diseases and pains.

So a spirit sits down in your rocking chair—

What can it do?

Can it say boo?

Just smile so it knows that you care.

Halloween raises our old spooks and bummers—

feelings that dump,

nights that go bump,

and dumbs that evolve into dumbers.

But the morning will bring in the Day of All Saints,

who were able to clear

their existence of fear

and their motives of self-serving taints.

What saints may have done, surely any can do

if we make a start

and open our heart

so that giving and love may flow through.

Today is the ghost of the future’s past—

your now is a ghost,

my now is a ghost,

for whatever we do will last.

TO SISTER MARTINUS

For this may God be praised:

our Christ was raised,

the temple is secure,

we shall endure.

The fellow with the tail

can make us fail,

can give us loneliness,

grief, shame, and stress.

There will be sobs and tears

and barren years

and prayers that won’t take wing

and stares that sting.

The Father sees it all

and hears our call.

He sees our sorest needs,

our hunger feeds.

Since food and clothes are sure,

since love is pure,

since prayers are always heard,

trust in the Word.

THESE SCALES TELL TALES

These scales tell tales of gravity

against our mortal frames.

They weigh who choose to step on them

and have no use for names.

But let us weigh the scales themselves

against more subtle things.

Is heavier or lighter weight

the chief divide life brings?

Do souls have weight? Do angels fall?

Will goodness tip the scales

a little more than ill repute?

Just here gravity fails.

THE OTHER DOOR

To take a perfect bolt

and start the nut awry

and twist it with a jolt

is like a lie.

To grab a kiss or touch

without her matching mood

won’t gratify as much

as tasteless food.

To batter down a door

whose fault is being locked

won’t satisfy us more

than having knocked.

For every door locked tight

a second unlocked door

will open with no fight

and please us more.

The one who knocks and waits,

then seeks an unlocked way,

transcends life’s petty hates

and learns to pray.

THE ONLY CHRISTIAN

He went to church one cloudy morn,

somewhat forlorn.

He was the first one there, he guessed,

and sat to rest.

He studied all the stained-glass art;

soon church would start.

The clock swung round to half past eight-

the folks were late.

No organist was there to play,

no preacher to pray;

no choir stirred the air with song—

what could be wrong?

Twelve worn-out candles stood unlit

(this wasn’t fit),

and Bibles, hymnals, all were closed

in silent rows.

A full half-hour he waited there,

then said a prayer.

He prayed that God would gird his heart

to do his part

and asked forgiveness for us all—

then felt his call.

He took his Bible from his pew,

for now he knew

the only Christian left was he;

he held God’s key.

His work now would be hard and long,

but he’d be strong.

He prayed that Christ would live again

in hearts of men,

then opened wide the large front door

and stayed no more.

He stepped outside without remorse;

he knew his course.

The door through which crowds once had flocked

he left unlocked.

Then, “Wait!” he spoke out with a start,

“I’m not so smart.”

Today, to his profound dismay,

was Saturday

TAPS

We are sad

that you’ve gone

from this world

which is still

racked with war,

where from hate

bombs make haste

to lay waste.

May we find

Light within

that will guide

us through dark

fears and pain.

For this world

may we care—

peace be there.

We can long

for good will

in all minds,

in all hearts,

in all souls,

but for now,

here you lie—

Friend, good-bye.

SANTA'S INTERIOR MONOLOGUE

Boy, it’s dark.

Sure is cold.

Housetop—whoa, boys!

Got the bag.

Suck it in.

Down the chimney.

There’s the tree.

Gifts out of bag.

Stockings are here.

Stuff ‘em.

Eat the cookies.

Drink the milk.

Wink.

Suck it in.

Up the chimney.

Ready, boys—away!

Sure is cold.

Boy, it’s dark.

SONG OF THE SICK MINSTREL

The winter night droops down

Around the scratchy trees,

Tinkled by an icy breeze,

Snapping.

Let’s stand beside this creaking tree

And watch the bold eclipse

Devour the midnight sun

As if it were a yellow wafer,

Crisp and cold.

At full eclipse,

Then shall I love you,

In snapping cold,

Beneath a moon-dark tree.

ROLLER BEARING TYPES

There are two broad categories of rolling bearings – ball and roller. we will discuss roller bearing types, including:

• Tapered Rollers

• Cylindrical Rollers

• Needle Rollers

There are two styles of roller bearings: those with “non-tapered” rollers (cylindrical and needle) and those with “tapered” rollers. The most apparent difference between the two types is the shape of the rollers and the curvature of the races. In a non-tapered roller bearing, the centers of each part run parallel to one another. In the tapered roller, if the imaginary lines were run through the outer race and inner race, they would taper off and eventually coincide at a point even on a line extended through the bearing’s center  Other differences between non-tapered and tapered rollers, such as operating conditions, load capacity and shaft direction, will be explained       

Tapered roller bearing

The tapered roller bearing resembles the wide edge of a cone rather than a circle. There are two major benefits to this design. First, true rolling motion is obtained. Secondly and more importantly, the bearing can handle all loads – radial, thrust or both – in any combination.

Benefits/advantages

The first benefit of the tapered roller bearing is its cone shaped design. Each roller in the bearing can align itself perfectly between the tapered faces of the cup and cone, without guidance by the cage. That is a major development in bearing design and operation. The large end of each roller has been ground so that it is square against the rib along the back of the inner race Without the “rib,” rollers would be forced from the cage  As each roller revolves about the cone, a wide area of contact is made between the large end of the roller and the rib. This wide area of contact compels each roller to maintain accurate alignment. With each roller perfectly aligned between the two races, the bearing works to maximum productivity. Each roller has an equal share in the total workload. The separator, also called the cage, is constructed with an open space over each roller. There are grooves cut in the sides of the roller pockets that correspond to the curvature of the roller when it is in the cage. This permits the rollers to turn evenly, unhampered by cage interference.

The second benefit – the bearing’s ability to support radial and thrust loads simultaneously – is a result of its internal design. A radial load on a tapered bearing produces both a radial and thrust reaction. The rib restrains the rollers and counteracts the load. That is why adequate lubrication and proper end play adjustment are necessary to prevent excess operating temperatures. When carrying simultaneous loads, the bearing should be adjusted toward another bearing capable of carrying thrust loads in the opposite direction. One construction feature makes tapered roller bearings unique from most other designs: the races are separable. When mounted, the inner race (cone) and rollers are assembled as one unit and the outer race (cup) as another. Industry standards in size and design permit cups and cones to be interchanged when necessary.

Applications

Tapered roller bearings are used in automobiles, trucks, tractors, and various farming vehicles, including:

• Transmissions

• Transfer cases

• Rear axle shafts

• Differentials

• Front wheels

• Trailer wheels

Cylindrical roller bearing

The cylindrical type consists of four basic roller bearing parts: inner race, outer race, cage and rollers. The cylinder shaped rollers are kept evenly spaced by the cage, which guides their turning movement on the flat surface of the two races. Some types have flanges or ribs, projecting from the edge of one or both of the races. This supports the rollers while permitting limited free axial movement of the shaft in relation to the housing.

Benefits/advantages

g High capacity under radial loads

g Accurate guiding of the rollers

g Limited free axial movement

(single flange design only)

Applications

• Transmissions

• Differentials

• Rear Axle Shafts

Needle roller bearing

The needle roller bearing is a variation of the cylindrical roller bearing. The main difference is in roller design capacity. The rollers are thinner in diameter, but there are more rollers per bearing. Full complement needle roller bearings do not have a cage. In this type of bearing one roller pushes against the other holding everything in place.

Benefits/advantages

 Good capacity under radial loads

Applications

• Transmissions

• Alternators

• Steering gears

• Universal joints

OPERATING CONDITIONS OF BEARING

Tolerance

When it comes to size, finish and diameter requirements, all bearings of like type must meet AFBMA (Anti-Friction Bearing Manufacturers Association) standards, regardless of bearing manufacturer or the ultimate use of the bearing. In tapered roller bearings, for example, cups and cones are interchangeable. No matter how sophisticated or refined the production method, there are variances in manufacturing that will affect the bearing’s dimensions.

Tolerance is the amount of deviation from prescribed nominal dimensions permitted by the industry. For example, if the nominal bore dimensions of bearing “x” (bore being the inside diameter for the inner race) is 1.838˝, and the tolerance is +0, -.0003˝, the actual size of the bore must be within the parameters established by tolerance levels. That is, the actual dimension of the bore could be as small – but no smaller – than 1.8377˝. It also can be no larger than 1.838˝, since bearing “x” cannot accommodate a larger diameter

Bearing Bore Diameter

“x” 1.838˝

Tolerance Bore Can Be

+0, -.0003˝ 1.8377-1.838˝

Our tolerance here (+0, -.0003˝) is only one example for a particular bearing “x” and is not representative of all bearings. In addition to the bore, there also are tolerance levels prescribed for the bearing’s outer race diameter, as well as for the width of both the outer and inner races. In addition to the variance allowed for the bore diameter, there is

also a variance permitted for the bearing’s radial runout. That is the running accuracy of the inner and outer races. Radial runout is measured for each race separately.

Internal bearing clearance

Clearance is necessary so that the rollers have room to turn without building up excessive heat and friction during operation. The amount the inner race moves as opposed to the outer race, under a given radial or thrust load, is called bearing clearance. This can be measured by how much space there is between the internal parts during operation Roller bearings need a small amount of space – internal clearance – to

prevent excess heat build-up when the rollers turn at higher operating speeds. For the best performance under radial loads, ball bearings should have minimal clearance. This is because the groove in both races of a ball bearing is designed to provide ample clearance.

Cage clearance

In tapered roller bearings, there should be enough clearance in the housing for the cage as well, because if the cage rubs against the housing it can cause the rollers to drag. If the clearance is not sufficient, the cage may become distorted and worn, resulting in misalignment and slanting of rollers. Premature bearing failure then becomes possible.

Bearing seats

Bearing races are mounted on areas called “seats.” The cup seat is the housing while the cone seat is the shaft. Within these two seats are upward extensions on which the races rest. They are called “shoulders.”

Alignment

The bearing cup and cone seats – the shaft and housing – must be properly aligned. Misalignment will reduce the capacity and life of the bearing proportionately to the amount of misalignment Here’s what happens. When the bearing is misaligned, the rollers will not carry the load along its entire length. They will carry the load, but only on a small portion near or at the ends of the rollers. This causes a concentration of load in a small area on the inner and outer race, which could result in chipping and early bearing failure

Shaft and housing conditions

To assure proper bearing performance, the condition of the area in which the bearing sits – the shaft and housing – is pivotal. Since the seat – the shaft as well as the housing – supports the bearing, there must be good surface-to-surface contact. When either seat has a rough finish or is not round, the bearing does not have the surface contact area necessary for proper performance. There should be no high spots or burrs. Any high spot in the housing will cause a corresponding high spot in the race. The high spot then will cause the load to concentrate in that small area. If the roller continues to hit this area, premature bearing failure will result. A burr on the shoulder or dirt on the shaft also can prevent the race from being seated properly. This may affect bearing adjustment  Correct fit and surface characteristics within both the shaft and housing are as important as surface conditions to bearing performance. If either race fits too loosely, the race will creep or turn during operation. This will wear down the shaft and/or housing, and change the bearing adjustment.

Operating temperature

Type of load, shaft speed, and amount of friction all contribute to one of the most critical conditions for operation – temperature. Each component of the bearing must be constructed of materials that not only handle the load but also accommodate temperature fluctuations. Not all heat is due to environment. The bearings themselves may cause excessive heat, because of:

1. Too heavy of a load, resulting in deformed races and rollers;

2. Friction between the rolling elements, retainer and races;

3. Excessive churning, from too much lubricant;

4. Surface friction, from too little lubricant

Lubrication

Using the right type and amount of lubricant for the job is another factor critical to bearing performance. Whenever bearing use causes excess friction, heat rises accordingly. Regular lubrication helps relieve the heat that results from bearing friction

HUB UNITS

In the 1970’s, the twin blows of expensive fuel and inexpensive imports led the US auto industry to move to front wheel drive vehicles. Incorporating the front driving mechanism into the hub and suspension greatly complicated the adjustment and maintenance of conventional tapered bearing sets. This led to the development of the hub unit, an easy to install, pre-adjusted, and lubricated for life bearing assembly. These precision engineered, more expensive units had the advantage of a pre-adjusted internal clearance which minimizes wheel wobble, premium grease and seals providing maintenance free operation, and longer service life. Hub units come in 3 styles – Gen. 1, Gen. 2, and Gen. 3.

Hub bearing Gen. 1 – ABS/TCS

Based on a double row angular contact ball bearing, Generation 1 Hub is optimized for the special operating characteristics encountered on car wheel applications. The unit offers specific support the moment load is applied to the bearing during cornering. The main components, an outer ring and two inner rings, are matched with the ball set to give the correct clearance. The cages for the two ball rows are made from glass fiber reinforced polyimide. Gen. 1 is greased and sealed for life. Used mainly for driven wheels, Gen. 1 is also found in integral drum designs on the non-driven wheels of smaller cars. With assembly space at a premium, the very compact taper units (Gen. 1 T’s) are often selected.

Hub bearing Gen. 2 – ABS/TCS

Designed with the experience gained with Generation 1, Generation 2 has an outer ring with an integral flange, replacing the function of a separate hub. The flanged outer ring is designed as a lightweight structural component; outer ring raceways are induction hardened for bearing performance. The flange is tough with threaded holes or studs and a spigot to center and mount brake and wheel. The dimensions of the flange and spigot are to customer requirements. Gen. 2 is typically used with a rotating outer ring for non-driven front or rear wheels.

Hub bearing Gen. 3 – ABS/TCS

The third-generation hub bearing units carry a flange for wheel and brake rotor attachment and a second flange for fixing the unit to the suspension. This fully integrated system provides a significant simplification in corner design and handling when compared with more traditional designs. The dynamic load carrying capacity is maximized by the use of a separate inner ring for the inboard ball row. This ring is mounted with an interference fit. The outer flange is bolted to the suspension. The rotating inner ring, with its tough flange, spigot and threaded holes or studs, is designed for mounting of the brake and wheel. Gen. 3 is greased and sealed for life, and used for both driven and non-driven wheel applications. For driven wheel applications, torque is

transmitted to the inner ring via an involute spline.

Hub units – fitting guidelines

Fitting instructions for hub bearing replacement in passenger cars.

When mounting or adjusting hub bearings, it is extremely important for the safety of the vehicle, as well as for the operation of the bearings, that the shop manual for the vehicle concerned is followed in detail. Due to differences in car construction, the following guidelines are only of a general technical nature. When replacing bearings, it is essential that the correct mounting methods are used, that the proper tools are used, and that the clean procedures are observed in handling and installing all components, particularly the bearings. Do not open the bearing package until you are ready to install the bearing. Let the rust preventive compound remain in the bearing during mounting.

Gen. 1:

FWD Bearing Installation Guide

1. Loosen the axle nut while the vehicle is still on the ground. Do not re-use the old nut. Never use an impact gun on the axle nut.

2. To avoid damage to components, be sure to use the proper specialized pullers to remove the CV joint, hub and knuckle from the bearing.

3. Inspect all components for signs of fatigue or damage. Check bearing mounting bore for distortion or out-of-roundness. Any irregularities will improperly load the bearing and cause premature failure, so replace if in doubt.

4. Clean the bearing area in the knuckle and hub to facilitate smooth insertion. A light coating of lubricant can be applied to the knuckle cavity and hub to ease installation and inhibit corrosion.

5. When press-fitting the bearing into the knuckle, be sure to apply pressure only to the outer ring .(When pressing the hub into the inner ring, force must only be applied to the inner ring and the hub. The inner ring must not move in relation to the outer ring. The application of force to the wrong part of the bearing will render it useless by severely damaging the balls and raceways. After each step, check for binding or damage by rotating the bearings to be sure it turns smoothly. Press-fitting locks the bearing radially but to lock it axially, be sure to install the snap ring where required.

6. On older or higher mileage vehicles, consider installing a new CV Joint boot as a good preventive measure. Manufacturers recommend replacement after 60,000 miles.

7. Lightly lubricate and then carefully align the splines of the CV shaft with the splines of the hub to prevent damage. Using the proper tool, pull the axle yoke into the hub and seat against the bearing. Install a new axle nut, using the specific torque nut for that application. With the vehicle on the ground, do the final torquing to the OEM specifications. This assures the proper mating of the split inner rings of the bearing needed to achieve the proper internal clearance. (These torque specifications are now contained in the SKF Torque Specification Guide #457377). For specific mounting instructions, refer to the vehicle manufacturer’s service manual for that model.

Gen. 2:

FWD Bearing Installation Guide for rear hub

1. Lift vehicle and remove rear wheel(s). Remove axle nut. Check axle nut for any thread damage and replace if needed. Loosen adjusting nut on parking brake lever, if necessary.

2. Remove disc brake caliper from back plate and disc rotor from hub (if equipped with disc brakes).

3. Remove brake drum from hub and disconnect brake pipe from wheel cylinder (if equipped with drum brakes).

4. Disconnect ABS speed sensor if equipped. Remove hub-mounting bolts. Remove rear brake shoes, stabilizer bar or other components that may interfere with hub removal. Remove hub separating axle hub and bearing if needed.

5. Installation is done in the reverse order. Be sure mounting surface is clean. Check other components for damage. Make sure torque specifications are used for all components as needed, including hub mounting bolts and axle nut.

Note: Two piece axle and hub assemblies may need to be pressed apart.

Note: Some models equipped with ABS tone rings may need the tone ring switched over from the old hub unit to the new hub unit. For specific mounting instructions, refer to the vehicle manufacturer’s service manual for that model.

Gen. 3:

FWD Bearing Installation Guide for front hub

1. Lift vehicle and remove front wheel(s). Remove caliper and secure it aside.

2. Remove brake disc rotor. Remove cotter pin and axle nut. Check axle nut for any thread damage and replace if needed.

3. On models equipped with ABS, disconnect sensor connector if needed. Using steering linkage puller, loosen upper arm ball joint nut. Always be careful not to damage ball joint of toothed rotor (if equipped). Shift knuckle to outside to maintain clearance

between hub mounting bolts and drive shaft.

4. Remove hub mounting bolts. Remove front hub assembly. Check other components for wear.

5. To install, reverse removal procedures. Install mounting bolts and torque to specification. Slide CV shaft stub through hub assembly. Install axle nut and torque to specifications. For specific mounting instructions, refer to the vehicle manufacturer’s service manual for that model.

Hub sealing problems

The function of the seal is to keep the grease inside the bearing and to avoid the entrance of water, dust and dirt, which will cause corrosion and premature bearing failure. Appearance of a moderate amount of grease leakage is acceptable – this

helps protect the seal lips from external agents such as dirt.

Impact damage

All bearings are sensitive to shock and impact. You should never use a hammer in fitting a bearing. SKF recommends only proper fitting tools be used.

Remember, the wheel bearing is a safety component!

Also, before re-fitting the bearing in a knuckle, be sure that the bearing seat is clean and lightly lubricated.