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Super Joint Installation Manual
Ian "Big Tire" Johnson Spin Free Installation Video
Yukon Spin Free Kits Freewheeling in the Name of Fun and Efficiency Ian Johnson, the host of the TV show “Four Wheeler” on the MotorTrend Network, runs through all the details involved in installing a Spin Free Kit in the accompanying video. The four-wheel-drive systems on some Dodge and Jeep applications are engineered to turn the front axles and transfer case gears when the vehicles are in two-wheel drive mode. This is wasteful on two fronts. First is the wear and tear factor… which is complicated by the fact that these systems feature non-serviceable, failure-prone bearing assemblies. Then there’s the negative impact all the energy used turning the front drivetrain has on fuel economy. Yukon Spin Free Kits swoop in like a superhero to save the day by allowing the front drivetrain to freewheel. These kits replace the failure susceptible and expensive factory unit bearings with serviceable tapered bearings and races. The result is not only a design which is easier and more economical to maintain, but one that offers significant increases in fuel efficiency because mpg-stealing parasitic drag in the front drivetrain is reduced. Each Spin Free Kit includes new wheel hubs, spindles, high-strength Yukon 4340 chromoly outer axles, Yukon Hardcore premium locking hubs, high-quality bearings and seals, and all the hardware needed for installation. Kits are accompanied by a limited lifetime warranty against manufacturing defects for as long as you own the vehicle. Wasted effort is frustrating. Unnecessary wear and tear and costly repairs are frustrating. Sacrificing fuel efficiency is frustrating. Yukon Gear & Axle Spin Free Kits relieves the frustration and makes your rig less expensive to maintain while allowing it to run longer between fill-ups. It’s a win-win. About Ian Johnson A former high school auto shop teacher, Ian first hit the big time in 2005 as part of Spike TV’s Powerblock weekend programming. Ian co-hosted the popular “Extreme 4x4,” a hardcore how-to show that highlighted the building and modifying of off-road vehicles. After the Powerblock was cancelled in 2013, the show transitioned to Xtreme Off Road (XRO) on Paramount’s Power Nation programming block. Ian left XRO in 2017. He appeared briefly on “Big Tire Garage” before manning the helm of the highly successful “Four Wheeler” show when it debuted in 2019. Like his TV segments, this installation video goes full-tech as Ian highlights all the critical steps with enthusiasm and depth as only he can do. With his big hair and big fabrications skills, Ian is a well-known personality in the off-road industry. Check it out.
Diagnosing Noise (Part 2)
If you’ve been left hanging with a “mystery” differential noise that still refuses to make itself clearly understood, then hopefully this month’s info will lend some more insight. Anyone who has been involved with four-wheel-drive vehicles has probably heard of or experienced positraction (posi) “chatter”. Posi chatter is noise that is very recognizable and happens when there is too much friction in the clutches. Some hard-core offroaders set up their posi this way intentionally. The noise sounds like someone is pounding on the rear end with a huge sledgehammer. It is most prevalent when backing up in a parking lot (where bystanders will stop and stare), and gets worse as the differential heats up. It also tends to show up on freeway off-ramps and when turning while taking off from a stop sign. Broken spider gears can sound similar to posi chatter, only more consistent, regardless of oil temperature. Broken spider gears will make a grinding or banging sound any time the vehicle is making a turn, and, if they are bad enough, even when going straight. Driveline vibrations can be caused by several problems. Worn universal joints or a driveline that is out of balance are often the problem, but driveline angle can cause a balanced driveline with good U-joints to vibrate. If the U-joints are bad, they can cause several different noises from squeaking, to clunking, to grinding, to vibrations. If the driveline is out of balance, it will vibrate with a steady pitch that increases as the vehicle speed increases. If the pinion shaft is out of alignment and not parallel to the transmission yoke, the difference in the angles between the front and back U-joints can cause the driveline to vibrate. If the vibration is due to improper angles, it will create a cyclic sound that increases and decreases in intensity. An out-of-alignment problem can also be identified by the change in the noise when accelerating or decelerating. As the pinion yoke torques up from acceleration or down from deceleration, the rear U-joint angle changes and causes the vibration to change. A worn side-gear bore in the carrier case will usually cause a clicking sound as the vehicle is coasting down from speeds of about 20 miles per hour to a stop. If the bore that supports the side gear becomes too worn to hold the side gear in place the side gear will “roll over” the spider pinion gears and will make a clicking noise. If your differential problem is still not clear and you don’t want to take the time to look inside for more data, you can always drive it until it breaks. The problem will be much clearer, although much more expensive. Popular Resources: Diagnosing Noise (Part 1) Ford 9 Inch Differential Information Four Critical Ring & Pinion Settings Limited Slip Differentials
Identifying Borg Warner Transfer Cases