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Chromoly: The Science Behind Yukon Performance Axles
Chromoly… the utterance of the word conjures images of superhero strength. The word is derived from chromium and molybdenum, the two main alloying elements of the metal. Chromium brings three major benefits to the table: innate hardness, improved pliability during the quenching process, and outstanding corrosion resistance. Molybdenum also serves to increase the alloy’s hardness. Read this article in Español When it comes to performance axles the use of chromoly results in axles that can handle the added stress that comes with running larger tires, adding aggressive traction devices, and other parameters like how aggressively you approach off-roading. Their superior resistance against breakage, distortion, and corrosion mean more peace of mind on the trail or the track. Yukon uses 4340, a high-quality nickel-chromium-molybdenum alloy in the manufacturing of forged gears, pinion gears, high-performance axles, Super Joints, and more. Machining A Yukon Axle Shaft The majority of machining on an axle shaft is done prior to heat-treating, but some applications have machine work that is done post heat-treat. Typical machining procedures include grinding/polishing bearing or seal surfaces, forming flanges and wheel pilots, drilling stud holes, milling ears for full circle clips, boring u-joint holes, balancing etc. Spline creation is the most important machining processes in axle creation. This is a “there are many ways to skin a cat’ scenario. The cutting method which includes spline milling, rotary broaching, bobbing machines, and disc cutting is one part of the equation. Then there’s the spline rolling method which uses CNC machinery to form the splines by the displacement of metal, not the removal of metal as found in cutting processes. Yukon machines its splines by cold roll forming on almost all of its axle applications. Akin to the principles of forging, the axle shaft is subjected to a great deal of pressure via tooling in the machine that contains the splines, both the shape and number determined by the design specs. In only a few revolutions the cam-like tooling dies imprints the shaft with splines. This is the best, most high-tech way to make splines and the advantages of this process are many. The high pressure involved in creating the splines re-arranges the grain structure of the metal throughout the entire tooth profile. This ensures consistent hardness throughout the spline teeth and shaft. Further, the magic happens at room temperature so the final product maintains its tensile strength and hardness, has greater yield, and the process produces superior surface finish versus methods that cut or extrude the splines. This level of attention to detail results in an axle that you can count on in the most trying terrain. Strength Of A Caped Crusader Stock axles are typically made of medium-carbon 1039, 1050, or 1055 alloys, and in some cases 1541 series steel that is forged and heat-treated or hardened. What to call this strengthening process comes down to semantics… it can be called either heat-treating or hardening because heat treating is the procedure and hardening is the result… think cause and effect. Chromoly is a dynamically stronger metal than 1000-series alloys and since one is starting with a superior alloy heat-treating it only improves the material. The goal is to alter the properties of the metal on a molecular level, producing a tighter grain structure that changes the hardness, strength, toughness, ductility, and elasticity of the material in a beneficial way. Types of Hardening/Heat Treating There are two general types of hardening: case hardening and thru hardening. Case hardening only treats the surface layer while thru hardening penetrates to the center of the material. Thru hardening takes place in a furnace where the intense heat has the time to work into the core of the metal. There are a number of methods for case hardening which is the most popular heat-treating technique for stock and performance axles. Induction Hardening This type of hardening has been popularized by OE manufacturers. Induction hardening is fast, economical, effective, and controllable. Speed comes by not having to heat the entire component to its core. With the speed comes an economy of scale as more axles can be treated in a given timeframe, therefore lowering the overall treatment cost per axle. Effectiveness is the production of a part with a surface that is resistant to wear but maintains the toughness and strength of its core. Controllable in that the process can be used to selectively harden areas of a component without affecting the properties of the entire piece. For instance, some original equipment axles are only induction hardened up to the bearing mount surface near the flange. Induction hardening is the method Yukon uses on its entire line of performance axles. The process starts with an axle shaft that has likely been fully machined with splines etc. The shaft is heated with an induction coil to a predetermined temperature usually between 1,550- and 1,600-degrees Fahrenheit then quenched. Quenching is basically dousing the part with water or dropping it in an oil bath to quickly cool it. Yukon’s quality assurance staff tests axles from random production batches to ensure they receive proper heat treating and measure up dimensionally to engineering blueprints. Carburizing Carburizing is somewhat similar to induction hardening but it changes/improves the mechanical properties of the material by introducing a new component. Induction coils, or other heating elements, bring the metal to a high temperature. The steel substrate is then exposed to an external source of carbon (gas, liquid, or solid) to form carbides on the surface of the steel. The material is then quenched to seal the deal. Nitride Hardening Nitriding is a play on the carburizing method except nitrogen carrying substances (ammonia) are infused into the substrate instead of carbon. The surface coating process results in the formation of nitrides on the steel substrate. This particular case hardening process is chromoly specific because nitrides can only be created on metals that contain the elements chromium and molybdenum. Nitride hardening differs from other case hardening techniques in that lower temperatures are used in heating and the quenching step is skipped altogether. This can be beneficial because less heat and less quenching shock produces less distortion in the final product. Yukon does not employ this process because the nitride infused surface does not benefit axle performance, the process is expensive, and it takes longer. Tempering Tempering refers to repeating a heat-treating process until a desired hardness is attained. The Benefits Of Hardening Axles The ultimate goal of heat-treating an axle is to create a hard, abrasion resistant outer microstructure while retaining the steel’s tensile strength within its core… bulletproofing if you will. The result is an axle shaft that can take a pounding, endure a great deal of friction wear, and also possess the torsional strength to absorb the twisting forces encountered in high-traction-demand situations. Need a caped crusader in your drivetrain? Getting serious in your off-roading, planning to run bigger tires, need to replace an axle and want the best?... Yukon goes the extra mile at every stage of chromoly axle development; design, manufacturing, and quality control so you get an axle that will absorb the most extreme off-road punishment for years to come. contact us at 866-631-0196 Shop Yukon Chromoly Axles
How It Works: Gear Oil & Limited Slip Additives
Gear oil keeps components such as the ring and pinion gear set, spider and side gears, limited slip differentials, axles, bearings, and the like lubricated and running smooth. Friction modifiers are additives that improve the performance and efficiency of clutch style limited slip differentials. Understanding how these vital products work is key to properly maintaining your driveline so it performs in the harshest of conditions and lasts for years to come. Read this article in Español Differential Oil By The Numbers Yukon recommends non-synthetic 80W-90 GL-5 gear oil in all differentials. Oil is rated by its viscosity value. Take a multi-grade oil like an 80W90… The 80W is the viscosity value in the winter, denoted by the W, or more precisely at 0 degrees F. So, an 80W oil is more viscous than a 60W oil at 0 degrees. The second number, 90, refers to the oil’s viscosity rating at 212 degrees F, again a higher number will be more viscous at operating temperature. These numbers are also a function of thickness. So, an 80W oil is thicker than a 60W oil. Multi-grade oils are blended with polymers that slow the rate of thinning as temperatures rise while also slowing the rate of thickening as the mercury falls, determining the viscosity range of the oil. Generally speaking a thinner oil will circulate faster through the differential (or engine for motor oil) during a cold start. Conversely, a thicker oil will protect better when the diff gears generate higher temperatures. The "GL-5" designation identifies how much Sulphur-based friction modifier is present in the oil. This chemical modifier helps the oil function under extreme pressure… like in an LSD. Note: Because of its Sulfur content GL-5 oil is meant to be used on hypoid gears in differentials only; it is too corrosive to be used in transmissions, which require a milder GL-4 formulation because they contain soft metal parts. Yukon offers a number of gear oils in a variety of viscosities and in synthetic and non-synthetic blends. Stand-Alone Friction Modifiers Yukon Friction Modifier Additives are used when more clamping force is needed. This type of product is for clutch-type differentials like the Yukon Dura Grip only, not gear-driven limited slips like our Spartan Helical LSD. Friction modifiers are all about annoying chatter. Yukon Friction Modifier Additive guards against abnormal clutch engagement and/or disengagement (source of the chatter), ensuring the optimal friction characteristics between clutch discs are maintained. These additives can be used to compensate for worn clutches or to “tune” the performance of the clutch packs for a specific application like road racing or vehicles that see a lot of track days. It should be noted that is our own proprietary formula designed specifically for the composite clutches in Yukon LSDs. If you run a Dura Grip, do not use parts store grade modifiers because they are formulated for OEM paper-style clutches. With about one-fifth the abrasive properties these store-bought products will perform like watered down versions of our stuff. These products are vital to the proper upkeep of your differential and knowing how they’re rated and how they do their job is critical to making informed maintenance decisions for your vehicle. Shop Oil & Additives
Top 10 Axle Seal Installation Tips
As with many automotive operations, the complexity of a task is not always representative of its importance. Take axle seal installation… a pretty straightforward affair but get it wrong and your diff is doomed. The seal will leak and ultimately lead to gear failure. To avoid this scenario, we have compiled 10 installation tips that will ensure you do the job right. There are many different types of axle seals. For our purposes we will be referring to the popular dynamic radial seal. These seals typically feature a mild carbon steel shell. In cases where corrosion is a concern the shell can be formed from stainless steel. In most cases, the seal will be outfitted with a garter spring to keep the seal lip tight against the rotating seal surface. Garter springs are made of spring steel wire and in some cases stainless steel and can be locked into place or merely wedged in place so special attention should be paid to ensure proper seating during installation. The inside of the seal is called the lip and it is typically made of some type of rubberized material. The lip can look different from one seal to another with some featuring a stepped design or more than one lip. The shell has a bore seal bumper on its oil side that is made from a softer material to provide a pliable seal. 1 - Right Tool For The Job A seal installation tool that’s designed for the particular seal you’re working with is preferred. Seal installation kits from your local parts store or online tools source are inexpensive, long lasting, and effective. In lieu of that, a socket or bearing race will work in a pinch. The Yukon front inner axle seal installation tool (pictured) works with Dana 30, 44, and 60 front differentials. 2 - Inspect & Detect - Shaft Inspect the shaft where the seal will ride. Light imperfections in the finish can be polished with crocus cloth or emery cloth. If more substantial defects like deep scratches, pitting, or scoring are present you may have to remedy with a new shaft or install a Speedi Sleeve. If the shaft is blemish free, clean it well to remove any residual grit. 3 - Inspect & Detect - Bore Take the same approach with the bore. Look for the usual scratches and pitting but also check for roundness. There should be a chamfered edge around the bore to aid in seal installation. A light chamfer can be added, if needed, using a fine-tooth file. Beyond that, clean the area of grit and excess oil. 4 - Seal The Deal It is wise to use a sealant like an RVT, on the outside diameter of the seal shell to ensure no fluid will be able to seep around the seal once it’s installed. Note that many seals are made with a coating on their outside diameter to assist in this. 5 - Drive It Square Be deliberate and ensure you drive the seal in place squarely. Don’t allow the seal to go in the bore crooked and possibly damage the seal and/or the seal bore. Keep the seal square and install it until it’s flush with the housing or against its stop. It would be wise to note the position of the original seal prior to its removal. 6 - Face Forward Install the seal such that the garter spring is facing inward, toward the fluids you intend to seal in. 7 - Spring Stability In some installations the garter spring can pop off during the process. To avoid this simply apply the backside of the seal with grease (or Vaseline in a pinch) to encourage the spring to stay in place. 8 - Lip Protection When sliding seal over the shaft be sure to protect the lip or leading edge. This can be achieved with special sleeves over splines, using guide plates, or simply using smooth tape… or being very careful. An extension screwed onto the stud of an axle shaft, for example, can provide the control and support needed to complete the installation without having to rest on the shaft. 9 - Lip Lubrication Use grease or gear oil, to lubricate the seal lip and/or the shaft to facilitate easy installation. 10 - Vent Clearance Check that the axle vents are free and clear of any gritty buildup. Clogged vents can lead to excessive housing pressure that may speed the wear of the seal and encourage oil blowby around the seal. These tips, compiled from Randy Lyman’s book, “Differentials Identification, Restoration & Repair”, provide both the technical information and the proper frame of mind to ensure a trouble-free seal install. Happy wrenching.
Yukon Adventure Trek 2021
In January a conversation with John Herrick from CRAWL Magazine started us thinking about a multi-day trail run to build content the magazine. We weren’t sure where or when, but knew this could be fun. In February the idea spread in the pits at King of the Hammers, drivers were interested and we knew we needed to get out on the trails as COVID-19 continued to hinder many events. By March we had a group of motivated drivers and it was time to pull the trigger on the deal and establish the dates and locations. Yukon Gear & Axle’s headquarters are in Everett, WA, just north of Seattle. The trail system in the Pacific Northwest if ripe for adventure and only two of the groups chosen to ride had been here and wheeled. John Herrick knew of some respected wheelers down in the Mt. Rainier area that had run the Washington Backcountry Discovery route and although originally developed for motorcycles, there was enough room to get four wheelers on the trail and the idea had legs. We decide to go June 22nd to 25th and run three stages of the route. Initially there were concerns for snow and we had our eyes on it. Everyone in the group opened their calendars and dates worked. This meant we had participants from Tennessee, Los Angeles, Park City, Utah, Reno, Nevada, and the Seattle area. The Yukon Adventure Trek was on. Thank you to Mickey Thompson Tires The Cast of Players When the word got out, our friends from Mickey Thompson Tires asked if they could join us as the new Baja Boss A/T Premium Extreme Hybrid All Terrain Tires were just rolling out. This would become a great proving ground run and all participants were provided a set. So now, outfitted with new tires from Mickey, we were ready to roll. The group consisted of John Herrick from CRAWL Magazine, Ian Johnson from Big Tire Garage, John Matthews from Auburn Car Repair & Off Road, Nic Ashby from Rockstar Garage, Andrew McLaughlin from Letz Roll Offroad, Dustin Sexton from Sexton Offroad, media support and Neal Hollingsworth, Blake Torres, and Brian Booher from Yukon Gear & Axle. Due to scheduling issues, our friends from Mickey Thompson were not able to join us but we were ready to test some tires. Many thanks to their fantastic support during the ride. Day One: The Roll-In Day one was set to start in Packwood, WA., a small outdoor community in the Mt. Rainier National Forest. As they say…getting there is half the fun. The long-distance award went to Ian Johnson who made the run all the way from Nashville. Ian had just finished his two-door Gladiator build, rolled it out of the shop and strapped it to the trailer. A couple of stops for flat trailer tires and he made it with flying colors. Our friends from Rockstar Garage flew straight from Rausch Creek, PA to Portland OR, meeting up with the perfect deliver of the Mickey Thompson Gladiator and Official Truck of the Adventure Trek, the Toyota Tacoma. John Herrick deadheaded into Washington from Nevada with his brother David, hung with dad for a day on the Washington Peninsula, while Dusty and Laura Sexton ripped it from Park City to Packwood in a solid 12 hours. Packwood Washington, the first leg in the Yukon Adventure Trek No good story is complete without a little drama, ours just happened to be on the first day. We showed up at the Packwood Inn having 12 rooms rented only to be told there two available for the night. The road crew working the area had been staying there and were not moving out. Some quick jockeying for space throughout the city got us what we needed while Andrew chose to hit a lakeside trail and sleep in the roof top tent. That was the best idea of the night. We spent time at the local brewery, shared old trail stories, played some rousing Jenga, reviewed the trip maps for the next three days, had some amazing pizza pies, turns out that cashews on the pizza really are good, and made the most of the night. Day Two: Packwood to Ellensburg Isn’t it funny how small towns can produce the best baked goods. The Mountain Goat Coffee Roaster and Bakery had the Blueberry muffins recipe down and provided the fuel to get the morning started. After a quick introduction of the participants and the strategy over the next three days, John Herrick led the group of nine vehicles out across Hwy 12 over White Pass ski area, and Rimrock Lake to the trail head. Today’s ride would take us 122 miles to an elevation of 6,200 feet and back down to Ellensburg. After a brief air-down of the tires, we headed toward Bothell Ridge which opened up to some stunning mountain views of Mount Rainer and Mount Adams. The basalt ridges we climbed provided a solid footing to drive with steep drop offs below. After a rugged section of rutted roads, we geared down to a long decent towards the town of Nile. We were half way through the day with no vehicle issues. The start of the Yukon Adventure Trek The second half of the run was steep and rutted, threw some water crossings and snow on the hillside at us, all the while continuing to provide amazing views of the Rainier Valley. Ian suffered a flat tire, more on this later, and somewhere around the Umtanum Ridge area, John Mathews felt the left rear give way and found that his shock had had enough for the day. It was rebuildable when you travel with the best in the industry, so we kept the speed down and made it in to Ellensburg. Upon further assessment of Ian’s flat, he found a small crack in his wheel. The search was on for a welder in Ellensburg that would be open at 7 a.m. to get some welding on. Our fine hotel in Ellensburg let us take over their dining room so after some big plates of pasta and beers, day two was in the books. Leave it fate that a new shock was a mere hour away by delivery from Mathews’ son out of Auburn and a welder in town was happy to open his shop to Ian. It was pretty cool to watch the door open and see the surprised look on the proprietor’s face go white as he says, “You’re Ian Johnson. Welcome to Ellensburg.” Just like the pro he is, Ian took time to give a quick 400 level welding clinic and was out the door and back on the road with a bitchin bead weld sealing that wheel like a champ. Mathews got his shock replaced and it was go-time for day three. Day Three: Ellensburg to Cashmere Ian Johnson admiring Table Mountain and Lion Rock Lookout Today’s trek may be shorter, just over 77 miles, but the ascent to almost 7,000 feet was a solid climb for most of the morning. Paved roads head north from Ellensburg toward Table Mountain and Lion Rock Lookout in the Wenatchee National Forest. High elevations and twisty dirt roads gave us some amazing views of the Central Cascade mountains. If you’re not much for running ridgelines, this isn’t your cup of tea. While the views are magnificent, the sidehills are 3,000 feet straight down. You’ll soon understand the definition of ‘breathtaking’ when running these ridges. Lunch at Beehive Reservoir was amazing. The aqua lake was perfect place to cool off. We were entertained by an American Bald Eagle that at first glimpse seemed to be fishing. What we soon found out was that we were keeping her from lunch as a scared family of ducklings were hunkered in the lush lake grass. We were about to see nature at its finest but lucky for those ducks the eagle found a couple nice lake trout and took to the sky. #elmo feeling the heat We were now where the terrain has changed from tall evergreens to Ponderosa Pines telling us we’ve hit Easter Washington. The temperature is hitting mid-90’s and what happens, #elmo, the 2005 LJ is starting to cough up antifreeze. Come to find out, it’s a faulty radiator cap so just keeping the vehicle hydrated was the plan. We still had a full pass and loose shale to traverse but Neal kept the speed down while #elmo played nice for the remainder of the day. We hit Cashmere around 5 p.m. with the mercury hanging at a cool 100. Just up the road is the German-themed town of Leavenworth. Saying this is a German town is an understatement. Leavenworth’s building code requires that “all” commercial building pass a strict German Alpine style/code and boom, put on your lederhosen and break out a tuba, you are in Bavaria. The place is amazing and the look and feel of the town is a must stop if you’re in the area. Nothing like a tasty brat and stein of lager to wash down some trail dust. I’m not sure that ice cream is German, but it played a big part of the evening and everyone was happy to roll home. Note to self, if you’re travelling with Nic, be sure to take a picture of the part he’s going to get you at the auto parts store. Just sayin. Day Four: Cashmere to Wapato (Lake Chelan) Day four got us up early as 107 miles ahead of us over two 6,000-foot hills will be a long day. A late night of camp chairs in the parking lot of the Cashmere Lodge didn’t help, but somehow everyone made it and was ready to roll. The group started our ascent up Nahahum (pronounced Nah-Hum) Canyon Chumstick Peak after fired ravaged it years ago from Cashmere to an amazing 360-degree view atop Chumstick Peak. This side of the valley burned around 40,000 acres about 10 years ago. What would normally be a green evergreen and pine is miles of grey sticks left standing in a weird eerie feel. Low vegetation is returning but the landscape is toothpicks of trees for as far as you can see. We ran slow for video and drone footage, needing to stop a couple of times to let traffic through. It’s amazing how gracious fellow trail riders are when everybody plays nice. After a couple of team shots, we began our long descent down what felt like a thousand switchbacks to the town of Ardenvoir. We made good time on another climb up to the 4,000-foot McKenzie Ridge for a much-needed stop to eat and tell stories. This is a great time to throw a shout out to Laura Sexton for helping us with the trail lunches. It went like this; the night before each ride, I’d tell Laura to meet me at the store and we’d pick out items for snacks and lunches for the day. The way it really went was that Laura beat me to the store, did all the shopping, and I threw in some chips. On the trail, we dropped the tailgate of Ian’s Gladiator, Laura put out the spread, everybody ate and after a quick team cleanup we were out. Laura had handled food for the last 10 King of Hammers with our team and knows what she’s doing. We all ate well, poured some water over the tailgate for cleaning and we were off! Thanks for taking care of us girl! Exploring Chelan Ridge I don’t know what got into us, but somebody mentioned race speed over the coms and we were off. The trails were ours and we were free to run, and run we did. We ran hard for a couple of hours to Chelan Ridge. We were at 3,500 feet and below us sat Lake Chelan. Looking east we could see about 20 miles of the lake and looking west reveal another 10 miles of lake. But there was more, Lake Chelan is a narrow, 50.5-mile long lake. With a depth of 1,486 feet, it’s the third deepest lake in the U.S. From our standpoint, the lake just looked huge. Now to the descent. Like always, we took the more difficult route and this was no picnic. The route was a series of switchbacks running a narrow ledge of low green jungle. The dust was heavy making the vehicles hang back and the fauna was thick green jungle-like, overgrown, and built to scratch to toughest of paint jobs. Steve was running his 3500 Dodge, took a stick to the compressor and about a thousand more to the sides of the vehicle. We all made it out slowly, compared scratches, and kept on truckin’. Thanks to Nic and the Rockstar group, the Dometic cooler they had running provided popsicles and ice cream bars, still hard and frozen. Not a bad treat at 100 degrees. In front us laid paved roads for the run from 25 Mile Creek to the town of Wapato, 40 minutes to the other side of the lake. Considering this was the final night of Adventure Trek, Yukon rented an eight-bedroom home in Wapato Point on Lake Chelan. This final evening had been prepared to provide a gourmet catered meal by Carli Osborne, consisting of local meats, cheeses, produce, wines and more. The coolers were stocked with local brews and of course, the mountains were blue. After a jump in the lake and some much-needed showers, the dust from earlier in the day had been dispatched. Lively conversation about the trails, a rousing overview of the Bronco rollout, interviews from drivers, and more stories from Ian filled the night with fun and laughter. Day Five: Roll Out The next morning was an early one as Los Angeles, Phoenix, Nashville, and Salt Lake City were the final destinations of many… and we were going to enjoy an epic drive through the backcountry of Washington State. Rolling into Chelan, what a fun trip The ultimate acknowledgement of a great time is when the guests ask when’s the next party. Half way through the ride, interviews discussing the Yukon Adventure Trek began to change to Yukon’s First Annual Adventure Trek. At this point we have 100% participation to roll again in 2022. Destination TBD, but with so many amazing off-road trekking opportunities in this beautiful country, how can we go wrong? Thanks again to Mickey Thompson Tires and Wheels, CRAWL Magazine, Sexton Offroad, Letz Roll Offroad, Auburn Car & Repair & Off Road, Big Tire Garage, Rockstar Performance Garage.
CÓMO FUNCIONA. ACEITE PARA ENGRANAJES & ADITIVOS PARA DESLIZAMIENTO LIMITADO
El siguiente artículo habla acerca de la importancia de utilizar el aceite correcto para los engranajes de tu 4x4. Este artículo es originalmente realizado por el fabricante Yukon Gear & Axle. También habla acerca de los números y que significan. Excelente articulo para esas personas que nos gusta todo lo relacionado con los 4x4 y las modificaciones. Si gustas seguirme en las redes. El aceite para engranajes mantienen lubricados y funcionando los componentes como el set de engranajes de piñón corona , engranajes satelitales y laterales, diferenciales de deslizamiento limitado, ejes, bujes y similares. Los modificadores de fricción son aditivos que mejoran el rendimiento y la eficiencia de los diferenciales de deslizamiento limitado estilo embrague. Es vital entender cómo funcionan estos productos, es clave para mantener lubricada correctamente su línea de transmisión para que funcione en las condiciones más difíciles y dure muchos años. Los números del Aceite para diferencial Yukon recomienda aceite para engranajes 80W-90 GL-5 que no sea sintético en todos los diferenciales. El aceite se clasifica por su valor de viscosidad. Vea un aceite multigrado como un 80W90… El 80W es el valor de viscosidad para el invierno, denotado por W, o más precisamente a 0 grados F. Entonces, un aceite de 80W tiene más viscosidad que un aceite de 60W a 0 grados. El segundo número, 90, se refiere al índice de viscosidad del aceite a 212 grados F, nuevamente un número más alto será más viscoso a la temperatura de operación. Estos números también son función del espesor. Entonces, un aceite de 80W es más espeso que un aceite de 60W. Los aceites multigrado son mezclados con polímeros que reducen el adelgazamiento a medida que aumentan las temperaturas y al mismo tiempo reducen el espesamiento a medida que desciende el mercurio, lo que determina el rango de viscosidad del aceite. En términos generales, un aceite más delgado circula más rápido a través del diferencial o motor durante un arranque en frío. Por el contrario, un aceite más espeso protegerá mejor cuando los engranajes del diferencial generen temperaturas más altas. La designación "GL-5" identifica la cantidad de modificador de fricción a base de azufre que está presente en el aceite. Este modificador químico ayuda al aceite a funcionar bajo presión extrema ... como en un LSD. Nota: Debido a su contenido de azufre, el aceite GL-5 está diseñado para usarse únicamente en engranajes de los diferenciales; es demasiado corrosivo para usarse en transmisiones, que requieren una formulación GL-4 más suave porque contienen partes metálicas suaves. Yukon ofrece una serie de aceites para engranajes en una variedad de viscosidades y en mezclas sintéticas y no sintéticas. El único modificador de fricción Los aditivos modificadores de fricción de Yukon se utilizan cuando más fuerza de sujeción es necesitada. Este tipo de producto es solo para diferenciales tipo embrague como el Yukon Dura Grip, no es para deslizamientos limitados impulsados por engranajes como nuestro Spartan Helical LSD. El aditivo modificador de fricción de Yukon protege contra el enganche o desenganche anormal del embrague, lo que garantiza que se mantengan las características óptimas de fricción entre los discos del embrague. Estos aditivos se pueden utilizar para compensar el desgaste de los embragues o para "ajustar" el rendimiento de los paquetes de embrague para una aplicación específica, como vehículos para carreras o para vehículos que pasan muchos días en pistas de carrera. Cabe señalar que es nuestra propia fórmula diseñada y patentada específicamente para los embragues compuestos en los LSD de Yukon. Si utiliza un Dura Grip, no utilice modificadores de grado que se encuentran en las tiendas porque están formulados para los embragues originales. Con aproximadamente una quinta parte de las propiedades abrasivas, estos productos comprados en la tienda funcionarán como una versión diluida de nuestra versión original. Estos productos son vitales para el mantenimiento correcto de su diferencial y saber cómo están calificados y cómo hacen su trabajo es fundamental, para tomar decisiones correctas a la hora del mantenimiento de su vehículo.