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Jeff, Good catch on the Rivets! With all that was going on i didn't notice the lack of Grade Markings on the heads, i certainly would have inquired about the use of Rivets vice Cap-screws. (this unit has a unlimited miles / 1 yr warranty) This axle doesn't have differential lock. I agree with your assessment of the Pinion disintegrating allowing the bolt torque to drop and shearing all of the retaining bolts. (earlier in the day t thought i heard and felt a fairly solid thump, but assumed it was the Tow -Bar assy. on the Jeep Tod, as I-70 east of Indy is in extremely poor condition right now)

I think it would be a great Preventative Maintenance action to inspect your Newell's Diff if you have concerns, as to replace the Pinion Seal the Drive Shaft be removed or at least the front U-Joint removed to remove the Yoke to access the Seal, and from this point it's simply pulling the axles and unbolting the Diff for removal. Changing the Diff oil and inspecting the magnetic drain plug can be very telling, it's almost all ways going to have something on it but definitely should not look mine did. Also take note of the BL (back-lash) Recorded on the new Ring Gear, I'll have to look up the Max In-Service BL allowed. With your Coach properly supported for Safety, turning the Drive shaft will also give you an indication of what's going on inside, so will the use of a Fiber-Optic Boroscope. My Hats off to anyone who could service and/or Inspect the Diff in a Walmart parking lot!! I have a very well equipped maintenance area for my Coach and would not want to have completed this job at home. (in another life i built Fairbanks Morse Opposed Piston Submarine & Train Engines)

All i have for P/n's is the Old Data tag on the Diff and some id marking on the new unit (pics attached) the new is only stamped with a S/n. The U-Joints are Spicer 1710's, and i stress the use of Spicer "Red Box" packaging as the Blue or Purple Boxed units are produced "off-shore"