Log in Register. Search titles only. Search Advanced search…. New posts. Search forums. Log in. JavaScript is disabled. For a better experience, please enable JavaScript in your browser before proceeding. Thread starter kapnklug Start date Jan 10, Fortunately the Detroit Locker can be installed inside the open carrier of the GM bolt without changing the carrier and having to reset the backlash. Total installation was about 3hrs, but coulda been quicker if I'd had this post to refer to.
Basic procedure for removing the differential is in TM pg. First, you don't need to remove the wheels, or even jack up the truck if you have sufficiently large tires. Remove the 8 bolts holding the axleshafts to the hubs, put a rag under the hubs to catch the little bit of oil that will come out, then pull the shafts out 6in. I used a sharp chisel to scribe the bearing caps for left and right, at the bottom, before removing them.
Then use a punch to mark the side-adjusters before backing them off 1. Approx 50lbs. That bolt is only to help you compress the springs to get the thing in. What is the torque on the pinion housing bolts? The 6 bolts that hold it to the housing? My question is that when swapping from the posi carrier to an open carrier will it be necessary to adjust the ring and pinion settings when I re-install it in the truck??
YES The Detroit locker fits in both the thick 4. Click to expand Awesome idea as I'm going to undertake this in about a month. Joined Nov 1, Posts 37, Reaction score 14, Location horseheads , ny Found this the other day looks pretty easy. I want to save this here, just in case 4x4mecca. This is from the link, not mine, just copying and pasting.
I'm not sure why this is, but I can only guess it's because the carrier is near bulletproof. I can see why because it is basically one solid piece split into 2 halves. Nothing looked worn or damaged. So we let it drain and cleared out any crud at the bottom. Following the Powertrax No-Slip instructions, the passenger side axle will have to be pulled out a few inches, so we removed the passenger wheel and drum brake, then removed the 4 retainer bolts for the passenger side axle shaft located on the inside of the brake backing plate.
Then pulled out passenger side axle shaft a few inches. The Powertrax No-Slip instructions suggested that with some gear ratios you are able to remove the pinion shaft retainer bolt or Roll pin in this case, and then remove the Pinion Shaft without removing the carrier from the axle. Apparently with some gear ratios the ring gear is not as thick and the pinion shaft will clear the ring gear and slide out.
With the Roll Pin out, we tried removing the pinion shaft. The carrier will have to come out. So we jumped over to the driver side and removed the tire, brake drum, retaining bolts and pulled out the driver side axle a few inches as well. Then we removed the Bearing Caps and set them aside. Then we proceeded to remove the carrier. Generally the carrier is a snug fit.
Sometimes very snug. If you use this method of prying, hang onto the carrier. They have been known to let go and pop out. Very tight axle housings might require a spreader, which bolts onto the axle housings diff cover plate bolt holes and spreads the housing open ever so slightly; enough to pull the carrier out. Since the Ring Gear had to be removed, we found that we could grab the carrier in the vice without touching the bearings or spider gears.
This setup was good access for use of the breaker bar to back off the ring gear bolts. The Spider Gear and thrust Washers that the axles slide into were next to be removed.
The passenger side slid right out. For some reason they would begin to come out but would seize up and not budge. An old 30 spline axle shaft made a good battering ram to pound out the spider gear.
I would guess the axle sat for a long time and had moisture in the axle housing. What did this mean to the PowerTax No-Slip install? The carrier and Coupler are supposed to be close tolerance.
The good side was a close tolerance fit, the scored side was not and it wobbled in the carrier. Not good. A quick end to a fine dollar lunchbox locker that really should be up front. They are better in all around weather conditions especially ice. To do that, carbon disc clutch packs, preloaded by a central spring assembly, are located behind each differential side gear.
When torque input increases the clamping load on the clutch packs increases. That causes the chatter-free clutch packs to grab and transfer power to the other wheel. Posi-traction is a limited slip differential and you would not want one of those in a truck. By quucumbers Started 6 minutes ago.
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