Dana Holding Corp. launched in March the Spicer Model 114 (33R092) Hercules drive axle, which it says was specifically engineered for construction vehicles with operating weights of up to 15 ton (13.6 t) in front axle applications, and up to 18 ton (16.3 t) in rear axle applications.
The Model 114 axle is the foundation of Dana’s new Category 4 product platform. It completes Dana’s line of axles for vehicles with 3- through 50-ton (2.7- through 45-t) operating weights. It features 6:1 ratio outboard planetary wheel-ends with 425-mm (6-in) wheel B.C. mountings, self-adjusting internal wet brakes, a trunnion mounting option, and several torque-biasing differential and park brake options.
“The new Spicer Model 114 drive axle was designed for front-end loaders used in the construction industry, with future modifications allowing installation in forestry and mining vehicles as well,” said Rick Honeyager, Director of Product Planning for Dana’s Off-Highway Products Group, adding that its variety of differential and brake options and modular design makes the axle particularly suitable for front-end loaders.
Its drive axle’s 100% clutch-actuated, limited-slip differential lock provides a constant 2.6 bias ratio, with a 45% locking capacity that delivers improved tractive force and nimble steering for front-end loader applications. Hydraulic-locking differential options, including dog clutch and multi-disc clutch along with a fail-safe park brake featuring internal negative SAHR, provide what Dana describes as a balance of advanced technology and enhanced reliability.
Inboard liquid-cooled brakes offer fail-safe stopping performance and energy absorption. The axle is available with a range of driveshaft end-fitting options or with a modified center section that allows for integral mounting to the Spicer Model 319 summing motor transfer case.
At ConExpo this year, Dana paired a Model 114 front axle and Model 113 (29R053) rear axle, a Spicer 319 summing motor, and the compact Spicer 2035 Series driveshaft to display what it billed as “an optimized drivetrain solution” for 16-ton (14.5-t) front-end loader vehicle applications.
The summing motor transfer case delivers what Dana describes as CVT performance from 0 to 40 km/h (0 to 25 mph). The transfer case was designed to accommodate hydrostatic components, as each motor is connected to its own gear ratio. In addition, a disconnect clutch was fastened to the low-speed, high-gear-ratio motor, allowing the high-speed motor to function alone as a more efficient means of powering the vehicle at higher travel speeds.