randys blog
Introducing Yukon Stage 2 Re-Gear Kits For Jeeps
Yukon Gear & Axle® Stage 2 Re-Gear Kits consists of front and rear Yukon ring and pinion gear sets, installation kits, and front and rear Yukon Hardcore Diff Covers. The kits can be ordered in gear ratios ranging from 3.73, 4.11, 4.56, 4.88, 5.13, and 5.38. They are available in a variety of Rubicon and non-Rubicon applications for JK, JL, and JT Jeep Wranglers and Gladiators. A big benefit of these kits is how they allow the savvy Jeep owner to move to a more aggressive gear ratio if they choose. Whether you’re optimizing the performance of your current setup or dialing in a big-tire upgrade, Yukon has all the bases covered. The kits are application-matched so you get all the right small parts needed for a complete installation with one easy-to-order part number. Stay tuned as Yukon will be expanding this kit program to include versions that bundle additional components for enthusiasts who want even more of that go-anywhere capability when the trail calls. Shop Yukon Gear & Axle Staged Re-Gear Kit For Jeeps Yukon Gear & Axle Stage 2 Re-Gear Kit Delivers Yukon front and rear ring and pinion gear sets Front and rear installation kits Front and rear Yukon Hardcore Diff Covers
Transfer Case Season: Are You Ready For Winter Driving?
It’s transfer case season and Zumbrota Drivetrain® has you covered for the upcoming winter. Get ahead of the curve this season and safeguard your driveline with a remanufactured transfer case from Zumbrota. When rolling in and out of 4WD, you don’t want to be met with the sound of crunching and grinding gears or silence. We rely heavily on our drivetrain during the winter season and unit failures can happen frequently. Zumbrota has tried-and-proven remanufactured transfer cases ready and in stock for purchase. Click here to shop transfer cases or continue reading to find one that fits your vehicle needs. Transfer Case Breaking Points Sometimes the transfer case will fail when you push the button or it just won’t work at all but it can be hard to tell when things went sideways. Zumbrota’s Sales Manager Josh Linnell says, “most of the time the damage has been done well before you hear anything. Some failures are just a worn part, some are more catastrophic; the result is the same. Transfer cases have a lot of metal-on-metal contact, factor in that most cars and trucks are going to last 200,000 to 300,000 miles nowadays and something as to give. Chains, clutches and/or viscous couplers are some of the common failure prone parts. And I must say, we see a lot that can be prevented by keeping the vehicle maintained.” As with any mechanical system proper maintenance is paramount. “Most units only hold about two quarts of fluid,” quips Linnell. “So, in the environment inside the case there’s a lot being asked of the fluid. On top of that, the transfer case is often overlooked when it comes to checking the fluid level and condition during a routine tune-up so the deck can be stacked against the transfer case.” Linnell indicated that there’s another reason for transfer case problems that might not be apparent at first look. “The other is all four tires having the same diameter, not just all the same size on the side of the tire but the actual diameter of the tire. A difference here causes a load imbalance inside the unit and pre-mature wear.” In-Depth Inspection Protocols Zumbrota has been on the leading edge of gearbox remanufacturing since 1989; they have seen it all. Their process starts with superior inspection techniques. Quality inspections are conducted three times during the remanufacturing process. A pre-inspection ensures the unit is free of case cracks and stripped threads, identifies excessive wear, and catches OEM-related problems that many cores have. The second inspection is conducted during the remanufacturing process to ensure all component parts meet OEM specifications. Items under consideration include, shaft straightness, gear wear, and chain stretch. Then a final post-build inspection is done to ensure the transfer case has been built to strict Zumbrota standards. Unrivaled Proprietary Cleaning Zumbrota’s exclusive Hydro Blast rinse and media-blasting techniques are used on internal and external parts. These initial processes are followed up by a proprietary shot-enhanced deep cleaning that gives the transfer case a like-new look. In fact, many customers call and ask if they’ve been shipped a new unit by mistake. From The Hands Of Craftsman After the initial case inspection, Zumbrota technicians determine which parts have failed or worn and which ones can be reused. Viscous couplers, bearings, and all seals are always replaced. Any common wear items are also replaced. As part of the final inspection, each unit is spun tested to confirm proper shifting and to make sure the transfer case runs smooth and quiet. Each unit is shipped in a high-density plastic tote to help eliminate in-transit damage and make core return an easy R&R proposition for the customer. When your transfer case fails getting back on the road is critically important. When you buy a Zumbrota transfer case, you’re investing in the confidence, satisfaction, and peace of mind that comes from a company that has been helping people since 1989. Some of the more popular transfer case families are highlighted below below. NP243 TRANSFER CASE RTC243G-1 for 1996-1999 GM/Chevy Yukon and Tahoe with 4L60E transmission RTC243G-2 for 1996-1999 GM 1500 Trucks with 4L80E transmission RTC243D-1 for 2002-2005 Dodge Ram 1500 RTC243D-2 for 2006-2012 Dodge Ram 1500 RTC243D-3 for 2006 Dodge Dakota & Mitsubishi Raider RTC243D-4 for 2007-2009 Dodge Dakota It will be important to know transmission when inquiring. SHOP NOW NP246 TRANSFER CASE RTC246D-1 for 2006-2008 Dodge Ram 1500 Fits 23 Spline Input RTC246D-2 for 2009-2010 Dodge Ram 1500 Fits 23 Spline Input RTC246G-1 for 1999-2002 GM 1500 Trucks Fits 4L60E Transmission RTC246G-1M for 1999-2002 GM 1500 Trucks Fits 4L60E Transmission, Includes Shift Motor RTC246G-2 for GM 1999-2002 1500 Trucks w/ 4L80E Trans RTC246G-2M for GM 1999-2002 1500 w/ 4L80E Trans RTC246G-3 for GM GM 2003-2007 Pickup RTC246G-3M for GM 2003-2007 1500 w/ 4L60E or 4L70E Trans RTC246G-4 for GM 2003-2007 1500 w/ 4L80E Trans SHOP NOW NP261 TRANSFER CASE RTC261GHD-1 for 1999-2007 GMC Pickups Fits trucks with Manual Shift, 32 Spline Input, 6.0L with 4L80E RTC261GLD-1 for 1999-2007 GMC Pickups Fits trucks with Manual Shift and 27 Spline Input RTC261GXHD-1 for 2001-2007 Chevrolet Silverado Fits 6 Speed Allison Transmission w/ Manual Shift and 29 Spline Input SHOP NOW NP263 TRANSFER CASE RTC263GHD-2 for GM Pickup 2001-2007 Fits 6.0L w/ 4L80E Transmission and 32 Spline Input RTC263GXHD-2 for GM Pickups 2001-2007 Fits 6 Speed or Allison Transmission with 29 Spline Input RTC263GHD-2M1 for GM Pickups 2003-2007 with 4L80E Transmission SHOP NOW NP271 TRANSFER CASE RTC271D-1 for 2003-2012 Dodge Ram 2500/3500 Fits 29 Spline Input without Speedo RTC271D-2 for 2003-2011 Dodge Ram 2500/3500 Fits 23 Spline Input without Speedo RTC271D-3 for 2003-2012 Dodge Ram 2500/3500 Fits M/T and 29 Spline Input without Speedo RTC271D-4 for 2003-2011 Dodge Ram 2500/3500 Fits A/T and 23 Spline Input without Speedo RTC271D-5 for 2007-2012 Dodge Ram 3500 Fits M/T and 29 Spline Input without Speedo RTC271D-6 for 2007-2012 Dodge Ram 3500 Fits A/T and 23 Spline Input without Speedo RTC271F-1 for 1999-2004 Ford F-Series Fits 4 Spd A/T, 5 Spd M/T and 31 Spline Input without Speedo RTC271F-2 for 1999-2005 Ford F250 SuperDuty Fits 6 Spd and 24 Spline Input without Speedo RTC271F-3 for 2003-2006 Ford F-Series Fits 6 Spd and 34 Spline Input without Speedo RTC271F-4 for 2007-2010 Ford F250, F350 Fits 6 Spd and 34 Spline Input. 3 Mounting Holes on Tail Housing RTC271F-1 for 2008-2010 Ford F250, F350 Fits 34 Spline Input and Rear Slip Yoke SHOP NOW NP273 TRANSFER CASE RTC273D-1 for 2003-2005 Dodge Ram 2500/3500 Fits 23 Spline Input and 34 Spline Rear Slip Yoke RTC273D-2 for 2003-2005 Dodge Ram 2500/3500 Fits 29 Spline Input, 34 Spline Rear Slip Yoke, Double D Shift RTC273D-3 for 2006-2012 Dodge Ram 1500, 2500, 3500 Fits 23 Spline Input, 34 Spline Rear Slip Yoke, without Speedo RTC273D-3M for 2006-2012 Dodge Ram 1500, 2500, 3500 its 23 Spline Input, 34 Spline Rear Slip Yoke, without Speedo, Includes Shift Motor RTC273D-4 for 2006-2012 Dodge Ram 2500, 3500 Fits 29 Spline Input, 34 Spline Rear Slip Yoke, Splined Shift Shaft RTC273D-4M for 2006-2012 Dodge Ram 2500, 3500 Fits 29 Spline Input, Rear Slip Yoke, Spline Shift Shaft, Includes Shift Motor RTC273D-5 for 2007-2012 Dodge Ram 3500 Fits M/T with 29 Spline Input, Bolt-On Rear Yoke RTC273F-1 for 1999-2005 Ford Super Duty Fits 6 Spd with 24 Spline Input RTC273F-2 for 1999-2003 Ford Excursion & Super Duty Fits 4 Spd A/T or 5 Spd M/T with 31 Spline Input RTC273F-3 for 2003-2005 Ford Excursion and Super Duty Fits 5 Spd A/T or 5 Spd M/T with 34 Spline Input RTC273F-4 for 2007-2010 Ford Excursion & Super Duty Fits 34 Spline Input, Front + Rear Flange, 3 Mounting Holes RTC273F-5 for 2008-2010 Ford F250, F350 Fits 34 Spline Input and Rear Slip Yoket RTC273G-1 for 2005-2008 GM Topkick & Kodiak Fits Remote Mount and Bolt-On Yoke SHOP NOW
Choosing The Right Gear Ratio - Video
There are three main reasons to re-gear your ride. The first is to recapture the lost drivability and fuel efficiency of a daily driven vehicle that has been upgraded with larger wheels and tires. The second is to fine tune the performance characteristics of a vehicle that is a dedicated off-roader, tow rig, or drag racer where the focus is more on low-end grunt and acceleration. The third is to improve fuel efficiency. The accompanying video outlines the reasoning and consid3rations that should go into finding the right gear ratio for your ride. Shop Re-Gear Kits
Transfer Case Season
Zumbrota Drivetrain® has been on the leading edge of aftermarket remanufacturing since 1989. The keys to the company’s long success are attention to detail and superior craftsmanship. The dark, cold winter months are transfer case season because this is the time of year we rely on our drivetrain more and unit failures tend to go up. Transfer Case Woes When that first snow hits and you hit the button, it can be a loud bang fireworks show or a chorus of crickets. Zumbrota’s Sales manager Josh Linnell says, “most of the time the damage has been done well before you hear anything. Some failures are just a worn part, some are more catastrophic; the result is the same. Transfer cases have a lot of metal-on-metal contact, factor in that most cars and trucks are going to last 200,000 to 300,000 miles nowadays so something as to give. Chains, clutches and/or viscous couplers are some of the common failed parts. And I must say, we see a lot that can be prevented by keeping the vehicle maintained.” “Most units only hold about two quarts of fluid so in the environment inside the case,” quips Linnell, “so a lot is being asked of it. On top of that, the transfer case is often overlooked when it comes to checking the fluid level and condition during a routine tune-up.” Linnell indicated that there’s another reason for transfer case problems that might not be apparent and first look. “The other is all four tires having the same diameter, not just all the same size on the side of the tire but the actual diameter of the tire. A difference here causes a load imbalance inside the unit and pre-mature wear.” Inspection Protocols It all starts with superior inspection techniques. Quality inspections are conducted three times during the remanufacturing process. A pre-inspection ensures the unit is free of case cracks and stripped threads, identifies excessive wear, and catches OEM-related problems that many cores have. The second inspection is conducted during the remanufacturing process to ensure all component parts meet OEM specifications. Items under consideration include, shaft straightness, gear wear, and chain stretch. Then a final post-build inspection is done to ensure the transfer case has been built to strict Zumbrota standards. Proprietary Cleaning Zumbrota’s exclusive Hydro Blast rinse and sandblasting procedures on internal and external parts set the stage. They are followed up by a proprietary shot-enhanced deep cleaning that transforms the transfer case with a like-new look. In fact, many customers call and ask if they’ve been shipped a new unit by mistake. Assembled By Craftsman After the initial case inspection, Zumbrota technicians determine which parts have failed or worn and which ones can be reused. Viscous couplers, bearings, and all seals are always replaced. Any common wear items are also replaced. Along with the final inspection, each unit is spun tested to confirm proper shifting and to make sure the transfer case runs smooth and quiet. Each unit is shipped in a high-density plastic tote to help eliminate in-transit damage and make core return an easy R&R proposition for the customer. When you buy a Zumbrota transfer case, you’re investing in the confidence, satisfaction, and peace of mind that comes with our standard two-year, unlimited mileage warranty. If your driveline gets out of line remember Zumbrota produces the highest quality remanufactured transfer cases, axle assemblies, and manual transmissions in the industry. Shop some of the more popular transfer case families below or call teh number below for more information. CALL 1-800-658-2537 NP243 TRANSFER CASE RTC243G-1 for 1996-1999 GM/Chevy Yukon and Tahoe with 4L60E transmission RTC243G-2 for 1996-1999 GM 1500 Trucks with 4L80E transmission RTC243D-1 for 2002-2005 Dodge Ram 1500 RTC243D-2 for 2006-2012 Dodge Ram 1500 RTC243D-3 for 2006 Dodge Dakota & Mitsubishi Raider RTC243D-4 for 2007-2009 Dodge Dakota It will be important to know transmission when inquiring. More Info SHOP NOW NP246 TRANSFER CASE RTC246D-1 for 2006-2008 Dodge Ram 1500 Fits 23 Spline Input RTC246D-2 for 2009-2010 Dodge Ram 1500 Fits 23 Spline Input RTC246G-1 for 1999-2002 GM 1500 Trucks Fits 4L60E Transmission RTC246G-1M for 1999-2002 GM 1500 Trucks Fits 4L60E Transmission, Includes Shift Motor RTC246G-2 for GM 1999-2002 1500 Trucks w/ 4L80E Trans RTC246G-2M for GM 1999-2002 1500 w/ 4L80E Trans RTC246G-3 for GM GM 2003-2007 Pickup RTC246G-3M for GM 2003-2007 1500 w/ 4L60E or 4L70E Trans RTC246G-4 for GM 2003-2007 1500 w/ 4L80E Trans More Info SHOP NOW NP261 TRANSFER CASE RTC261GHD-1 for 1999-2007 GMC Pickups Fits trucks with Manual Shift, 32 Spline Input, 6.0L with 4L80E RTC261GLD-1 for 1999-2007 GMC Pickups Fits trucks with Manual Shift and 27 Spline Input RTC261GXHD-1 for 2001-2007 Chevrolet Silverado Fits 6 Speed Allison Transmission w/ Manual Shift and 29 Spline Input More Info SHOP NOW NP263 TRANSFER CASE RTC263GHD-2 for GM Pickup 2001-2007 Fits 6.0L w/ 4L80E Transmission and 32 Spline Input RTC263GXHD-2 for GM Pickups 2001-2007 Fits 6 Speed or Allison Transmission with 29 Spline Input RTC263GHD-2M1 for GM Pickups 2003-2007 with 4L80E Transmission More Info SHOP NOW NP271 TRANSFER CASE RTC271D-1 for 2003-2012 Dodge Ram 2500/3500 Fits 29 Spline Input without Speedo RTC271D-2 for 2003-2011 Dodge Ram 2500/3500 Fits 23 Spline Input without Speedo RTC271D-3 for 2003-2012 Dodge Ram 2500/3500 Fits M/T and 29 Spline Input without Speedo RTC271D-4 for 2003-2011 Dodge Ram 2500/3500 Fits A/T and 23 Spline Input without Speedo RTC271D-5 for 2007-2012 Dodge Ram 3500 Fits M/T and 29 Spline Input without Speedo RTC271D-6 for 2007-2012 Dodge Ram 3500 Fits A/T and 23 Spline Input without Speedo RTC271F-1 for 1999-2004 Ford F-Series Fits 4 Spd A/T, 5 Spd M/T and 31 Spline Input without Speedo RTC271F-2 for 1999-2005 Ford F250 SuperDuty Fits 6 Spd and 24 Spline Input without Speedo RTC271F-3 for 2003-2006 Ford F-Series Fits 6 Spd and 34 Spline Input without Speedo RTC271F-4 for 2007-2010 Ford F250, F350 Fits 6 Spd and 34 Spline Input. 3 Mounting Holes on Tail Housing RTC271F-1 for 2008-2010 Ford F250, F350 Fits 34 Spline Input and Rear Slip Yoke More Info SHOP NOW NP273 TRANSFER CASE RTC273D-1 for 2003-2005 Dodge Ram 2500/3500 Fits 23 Spline Input and 34 Spline Rear Slip Yoke RTC273D-2 for 2003-2005 Dodge Ram 2500/3500 Fits 29 Spline Input, 34 Spline Rear Slip Yoke, Double D Shift RTC273D-3 for 2006-2012 Dodge Ram 1500, 2500, 3500 Fits 23 Spline Input, 34 Spline Rear Slip Yoke, without Speedo RTC273D-3M for 2006-2012 Dodge Ram 1500, 2500, 3500 its 23 Spline Input, 34 Spline Rear Slip Yoke, without Speedo, Includes Shift Motor RTC273D-4 for 2006-2012 Dodge Ram 2500, 3500 Fits 29 Spline Input, 34 Spline Rear Slip Yoke, Splined Shift Shaft RTC273D-4M for 2006-2012 Dodge Ram 2500, 3500 Fits 29 Spline Input, Rear Slip Yoke, Spline Shift Shaft, Includes Shift Motor RTC273D-5 for 2007-2012 Dodge Ram 3500 Fits M/T with 29 Spline Input, Bolt-On Rear Yoke RTC273F-1 for 1999-2005 Ford Super Duty Fits 6 Spd with 24 Spline Input RTC273F-2 for 1999-2003 Ford Excursion & Super Duty Fits 4 Spd A/T or 5 Spd M/T with 31 Spline Input RTC273F-3 for 2003-2005 Ford Excursion and Super Duty Fits 5 Spd A/T or 5 Spd M/T with 34 Spline Input RTC273F-4 for 2007-2010 Ford Excursion & Super Duty Fits 34 Spline Input, Front + Rear Flange, 3 Mounting Holes RTC273F-5 for 2008-2010 Ford F250, F350 Fits 34 Spline Input and Rear Slip Yoket RTC273G-1 for 2005-2008 GM Topkick & Kodiak Fits Remote Mount and Bolt-On Yoke More Info SHOP NOW SHOP ALL TRANSFER CASES ZUMBROTA REMANUFACTURING Learn more about the process and people behind the Zumbrota Drivetrain brand. Available through RANDYS Worldwide. RTC263GXHD-2 RTC246G-3 RTC261GHD-1 RTC273D-4 RTC246G-1 RTC271D-3 RTC1626G-1 RTC271D-4 RTC246G-4 RTC261GXHD-1 RTC3023G-2 RTC3023G-1 SHOP ALL TRANSFER CASES
12 Tech Tips For Differential Assembly & Setup
This quick primer of tech tips is designed to be informational for less experienced installers and a refresher course for seasoned differential technicians. The focus is on time-saving tricks and advice when assembling and setting up a differential, concentrating on preparation, assembly, setting pinion depth, backlash, and more. Anatomy Of A Gear Tooth In order to take full advanatge of the tips and information conveyed in this article we need to get our lingo on the same page. The above schematic outlines the surfaces of a typical gear tooth and how they are generally referred to. 1. Take The Right Approach The order in which adjustments are made during differential assembly and setup are: 1. Pinion Depth 2. Pinion Bearing Preload 3. Backlash 4. Carrier Bearing Preload 2. Pattern Adjustment Cause & Effect Use shims to move the ring gear closer to the pinion to decrease backlash. Use shims to move the ring gear farther from the pinion gear to increase backlash. Use shims to move the pinion closer to the ring gear to move the drive the pattern deeper on the tooth (flank contact) and slightly toward the toe. The coast pattern will move deeper on the tooth and slightly toward the heel. Use shims to move the pinion farther away from the ring gear to move the drive pattern toward the top of the tooth (face) and slightly toward the heel. The coast pattern will move toward the top of the tooth and slightly toward the toe. 3. Remember Your Shim Combination When it comes to shim selection use the same shim combinations from the previous assembly as a baseline when reassembling the differential. 4. Seal Surface Preparation It is wise to polish all seal surfaces with fine-grit emery cloth or sandpaper then wipe all surfaces with a clean rag dampened with either fresh oil or solvent to remove any metal particles. 5. The Importance Of Using Assembly Oil When assembling internal components, coat all bearings and seal surfaces with fresh gear oil. Never use bearing grease on pinion or carrier bearings because it will negatively influence assembly measurements. Coat all seals with grease, preferably white lithium grease. Use clean gear oil if white grease is not available. 6. Trial Pinion Assembly Mock install the pinion with its original shims yet without a crush sleeve to establish an approximate pinion depth. When installing the pinion, tighten the nut slowly until it reaches preload specifications. 7. Initial Carrier Assembly Install the assembled gear carrier with its ring gear into the housing. It is easier to remove and replace the carrier during trial assemblies if the carrier bearing preload is fairly snug instead of tight. 8. Initial Backlash Adjusting Tip Backlash refers to the amount the ring gear can rotate forward and backward when the pinion gear cannot move. The initial backlash setting establishes the basis for all future adjustments. To start, fasten a dial indicator to the gear case or axle housing on the same plane as the ring gear so its contact point touches a tooth at the outermost diameter of the ring gear in a 90-degree relationship to the tooth face. The indicator should measure the amount the ring gear moves when rotated. To measure backlash, prevent the pinion gear from rotating and rotate the ring gear back and forth. The amount the ring gear can move (the amount of play) determines the amount of backlash. When changing the backlash bear in mind that the backlash setting changes about 0.007” for each 0.010” that the carrier moves. For example: Move the carrier 0.010” toward the pinion to decrease the backlash by 0.007”. Move the carrier 0.010” away from the pinion to increase the backlash by 0.007”. This gear pattern indicates the pinion is too close to the ring gear centerline. Use shims to position pinion away from centerline. This gear pattern depicts a pinion that is too far way from the ring gear centerline. Use shims to position pinion closer to the centerline. This is the proper or desirable pattern. Note how the pattern is centered on the tooth from face to flank. There should be some clearance between the pattern and the top of the tooth (face) and between the pattern and the bottom of the tooth (flank). Learn more about ring gear patterns in our “How The Create & Read Ring Gear Patterns” article. 9. Make Large Pinion Depth Adjustments First When changing pinion depth, make large changes until the pattern is close to ideal. Consider 0.005” to 0.015” a large change and 0.002” to 0.004” a small change. Intentionally, make adjustments that move the pinion too far at first. If the pinion moves too far and the pattern changes from one extreme to the other, the correct pattern lies somewhere between the two extremes. Once you home in on the correct pinion depth, make smaller changes until the pattern centers between the face and the flank of the ring gear teeth. Once the backlash and pinion depth meet tolerances, remove the carrier and establish the final pinion bearing preload. 10. How To Fine Tune Backlash If the preload is close and the backlash is too loose, tighten the left adjuster a notch or two until the backlash is correct and the preload is sufficient. If the preload is close and the backlash is too tight, tighten the right adjuster until the backlash is correct and the preload is sufficient. Note: ensure that the last adjustment made to the left adjuster tightens it. Doing so will eliminate the possibility of a space between the adjuster and the bearing race. 11. Shimming Outside Shim Design Carriers This design uses shims between the carrier bearing races and the housing. Initially, set the backlash with very little carrier bearing preload. After setting the backlash, add equal amounts of shims to both sides of the carrier to set the carrier bearing preload as tight as possible without damaging the shims (carrier bearings in this axle design hardly ever fail due to excessive carrier bearing preload). If the preload is close and the backlash is loose, add shims to the left side. This increases the carrier bearing preload and tightens the backlash at the same time. If the preload is close and the backlash is too tight, add shims to the right side. This increases both the carrier bearing preload and the backlash at the same time. 12. Shimming Inside Shim Design Carriers This design uses shims between the carrier bearing and the case. Initially set the backlash tight and the preload light, as it will make carrier removal and installation easier. After setting the backlash, add equal amounts of shims to both sides until the correct preload is achieved. If the preload is close and the backlash is loose, add shims to the left side. This increases the carrier bearing preload and tightens the backlash at the same time. If the preload is close and the backlash is too tight, add shims to the right side. This increases the carrier bearing preload and the backlash at the same time. Shop Re-Gear Kits