I know Toyota ships their CV boot kit with some OEM grease. However, I just rebooted my CV and need some extra grease from not tying my boots up properly. Can I just use off the shelf stuff like Valvoline grey moly grease? The Toyota stuff for inner boot is yellow grease hence me wanting to make sure.
Does inner CV boot grease need to be Toyota's?
- Thread starter newton22
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montijo505
Senior Member
y=mx+b
New member
I think the inner boot is some sort of lithium bearing grease, but I'm not sure. I just rebooted as well and still have the packets laying around and can give the info off there if you want to try and find something that matches spec. I couldn't find the grease separately online, but the inner grease Toyota PN is 90999-94161. The actual manufacturer is Kyodo Yushi Co. and its labeled as RAREMAX SLF. My guess is it could be this stuff: Raremax Super Roller Bearing Grease, but thats just a guess based on it being the only Raremax S__ product I found there.
When you get new grease in there, I would recommend some smooth drive worm clamps, they worked well for me since the included clamps looked like a hassle: Set of 8-Toyota 4Runner CV Axle Repair Clamps Kit
Heres a picture of the included documentation with the grease:
<a href="https://imgur.com/kZhVS3O"><img src="https://i.imgur.com/kZhVS3Ol.jpg" title="source: imgur.com" /></a>
Thanks for all that info. I just cannot find that bottle of grease by itself and it's dumb to buy a whole nother kit. I can't imagine standard off the shelf moly grease would cause issue but I wanted to be sure.
montijo505
Senior Member
If you just lost a small amount, put a new clamp on the boot and be done. You likely don't need to add grease unless you lost a substantial amount.
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I want to redo the grease entirely since I'm pulling the axle again to replace diff seal. I regret not doing diff seal the first time around earlier this year.
y=mx+b
New member
Yeah its odd that the grease has a Toyota part number but I couldn't find it anywhere. I have an extra good inner boot and an axle with a bad inner boot that I wanted to put together, so I've looked around a bit. I don't think that moly or a high temp bearing grease would really cause any harm, so I may just put whatever in that extra axle.
Randomly I actually work for kyodo yushi the manufacturer of raremax slf, it is made here in kansas in 55 gallon drums, then sent to the manufacturer, it is a urea based grease, as far as I know we don't sell to anyone else besides the manufacturer, I wish I would have seen this post sooner as I would have happily sent you some.
phatcheeks
New member
Ive used the Sta-lube stuff when my boot busted. Had it in for over year or so with no negatives.
110%
Greases are compatible up until the point they're not:
Grease Incompatibility Caused Alaska Air Crash: Report | Aero-News Network
Generally though, as long as the base is the same: moly/moly, lithium/lithium, it should be okay.
In an ideal world, we'd always use the same grease on everything that needs grease... just gotta do what you can, where you can, with what you have and the time you have, to do the best you can do.
Bluesky 07
Senior Member
The linked info regarding incompatible grease and the AS261 accident was preliminary and not supported by the evidence. The issue wasn't incompatible grease, it was insufficient grease according to a former NTSB field investigator who worked that crash:
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A few months after the accident, Alaska Airlines pointed the finger at Boeing for not only its “single point failure” jackscrew design, but also for the grease that Boeing tacitly approved. The airline was convinced that Aeroshell 33 was causing corrosion. The green grease did appear to be more “wet” to me. But Boeing refuted the claim and inferred that it was more likely the airline did not properly lubricate or check the jackscrew.
To evaluate what role grease played in the accelerated wear of the jackscrew, the NTSB formed a “Grease Group” and conducted standardized tests on both Aeroshell 33 and Mobilgrease 28. The tests also simulated the acme nut wear process by using blocks milled from a scrap acme nut and rings turned from a jackscrew forging. The “block-on-ring” test rigs were lubricated with grease where they made contact. At this contact, the ring slowly wore a divot into the surface of the block. By carefully measuring the divot, we could accurately determine the wear rates for each type of grease and also the rate from using no grease. After months of constant movement back and forth, the tests showed normal wear rates with both grease types. However, only the specimens with no grease mirrored the severe wear rate of the accident airplane.
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But all the grease in the world won't help if the mechanism is worn beyond its design limits:
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The NTSB “Maintenance Group” and my group examined the accident airplane’s records and found that two years earlier, a lead mechanic at the airline’s Oakland maintenance facility had found that the jackscrew end play was worn to its maximum limit of 0.040 inch. He ordered it replaced, but the plane was back in service a few days later with the worn assembly. The mechanic went to federal authorities in late 1998 claiming the airline was cutting back on maintenance and falsifying records to get planes back into operation faster. After the crash, we discovered that the work order had not been acted upon because a second inspection team had “rechecked five times” and “found endplay to be within limits at .033.”
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Replacing the assembly costs $80,000 in parts plus the mechanics' labor & time the airplane is out of service, but if it fails, enough of the tail comes off that the plane becomes uncontrollable. Make your own call on whether it should have been replaced two years before the fatal accident.
Full article for anyone interested.
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