randys blog
How to set Ring and Pinion Backlash
Once you have installed and set the proper pinion gear depth with either a pinion depth gauge or by the pattern revealed when using a gear marking compound, it’s time to address backlash. Ring and pinion backlash refers to the amount of play between the gears. An abundance of play can become a factor on vehicles that are heavy or rigs that tow or haul hefty loads. Loose tolerances between the gears can cause binding under acceleration and deceleration and lead to noise, overheating, and ultimately gear and/or bearing failure. Shim For The Win It’s always a good practice to start the process with your factory carrier shims. Make sure they’re clean and measure them in three places to ensure a proper fitment. Add some oil to the outside of the shims to allow for easier installation. Start with the right-hand side to prevent tooth binding with the pinion and drive each shim completely into place. Then install the left-hand shims and your carrier should be in place. Dialing It In Once fully seated, install and tighten down the carrier pads. Always install and tighten the right side first. With the carrier assembly installed, attach your dial indicator with the plunger at a 90-degree angle from the face of the ring gear teeth. Gently rock the carrier back and forth to measure your backlash. You’ll want to do this in three separate locations on the ring gear to check for runout. If the backlash is too tight, move the carrier away from the pinion by adjusting the carrier shim. If the backlash is too wide, adjust the carrier toward the pinion. When adjusting the backlash, a rule of thumb is 10 thousandths of carrier shim adjustment will result in around 7 thou of backlash adjustment. Rock the carrier back and forth until little to no free play is evident. To see how setting backlash works check out the accompanying video.
Yukon Hardcore Diff Covers
Engineered for Those Who's Favorite Road is None At All. Engineered for Extreme Terrain and Violent Impact. Yukon Differential Covers are made from thick-walled high strength nodular steel to fend off the most severe hits in off road driving. Yukon diff covers are designed to protect lockers, gears, and axles from violent impact. These covers come with a durable powder coat finish, magnetic drain plug, and high strength steel fasteners for easy bolt-on installation. When strength, performance, and durability matter, choose Yukon Hardcore performance differential covers. Anatomy of a Yukon Gear & Axle Hardcore Diff Cover Ductile nodular iron covers are tough, not brittle, allowing them to absorb impacts from rocks and debris Precisely engineered to ensure perfect fitment covering all gear ratios and differential combinations Streamlined inside contours direct oil flow to the pinion bearings reducing heat and wear Stainless steel brand plate prevents rust Reliable and leak free, even in the most rugged terrain High strength steel fasteners come with all Yukon Hardcore covers Covers fit a wide range of applications Heavy duty protection for long life and peace-of-mind Bullet Proof Differential Cover. Literally. Ok, ok, unless you attack it with an AR-15. Just watch. BULLET PROOF DIFF COVER how tough is a Yukon Gear and Axle diff cover?. Well, Ian at Big Tire Garage found out that it was Bullet Proof.....for the most part. Let's Unbox One of these Bad Boys. YUKON UNBOXING - HARDCORE DANA 44 COVER Get a quick rundown of the product features on Yukon's Hardcore Differential Cover for Dana 44. A rugged upgrade for Jeeps (and other vehicles) that see regular trail usage to protect critical differential components. Tough as... well... tough as engineered thick Ductile Nodular Iron. What is Ductile Nodular Iron you ask? Well here's the Wikipedia article and a good read from a well respected foundry. What are you waiting for? Your factory diff cover to implode? Check these bad boys out. 866-631-0196 -OR- SHOP ALL HARDCORE DIFF COVERS item name part number proxy price hardcore diff cover for dana 30, 10 bolt yhcc-d30 29103 $186.28 hardcore diff cover for jeep jl dana 30, 12 bolt yhcc-d30jl 29111 $191.44 hardcore diff cover for jeep jl dana 35, 12 bolt yhcc-d35jl 29110 $191.44 hardcore diff cover for dana 44 yhcc-d44 29101 $191.44 hardcore diff cover for jeep jl 44 front, (m220) yhcc-d44jl-front 29109 $191.44 hardcore diff cover for jeep jl 44 rear, (m210) yhcc-d44jl-rear 29112 $191.44 hardcore diff cover for dana 50, 60, & 70 yhcc-d60 32352 $212.62 hardcore diff cover for ford 8.8” yhcc-f8.8 29107 $169.87 hardcore diff cover for gm 14 bolt truck, w/ m8 bolts yhcc-gm14t-m 29106 $197.84 hardcore diff cover for gm 14 bolt truck, w/ 3/8” bolts yhcc-gm14t-s 29105 $197.84 hardcore diff cover for gm 8.5” metric yhcc-gm8.5-m 29114 $197.84 hardcore diff cover for gm 8.5” standard yhcc-gm8.5-s 29113 $197.84 hardcore diff cover for model 35 rear yhcc-m35 29104 $186.28
Why You Need to Re-Gear Your Jeep JL
There are two 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 where the focus is more on low-end grunt and acceleration. We have identified a troublesome trend in the Jeep world. It seems too many Jeep JL owners think since they have an eight-speed transmission they don’t have to upgrade their gearset when they jump up in tire size. The thought process is the transmission’s gear ratios cover a wide spread and ‘compensate’ for the additional tire diameter that comes with rolling 40s. The Jeep JL’s eight-speed automatic does a fine job of adapting to the increased load of larger tires, but you wind up not realizing the full benefit of the tire upgrade if the transmission won't shift into higher gears. It's not uncommon to see the tranny hanging out in sixth at light throttle on the freeway with oversized tires. Or to feel it shuttle shifting, trying to find the right gear for the situation. Even if you’re okay with that, the undue stress on the transmission can lead to early failure and a big hit to your wallet. Changing ring and pinion gears is the answer. Check out the accompanying video and learn more about the benefits of re-gearing your JL Wrangler with Nic Ashby, the 2020 American SuperJeep Challenge Builder of the Year from Rockstar Garage. Call Now 866-631-0196 Shop All Re-Gear kits
Yukon at the 2021 King of the Hammers
For 10 years Yukon Gear & Axle has been a part of the toughest one-day race on the planet, King of the Hammers. It began as a group of friends, all heavy off-road builders, that met in the dry desert outside of Joshua Tree, California, just 50 miles east of Los Angeles. In those days it was about climbing the toughest trails over boulders the size of a Volkswagen Bug, and the loser bought the beer. From there the party grew. King of the Hammers is now a city of people from all walks of life. They come in motorhomes, campers, towing motorcycles, quads, side-by-sides, Jeeps, Toyotas, Samurais and even lifted limousines. Making the trek to Johnson Valley is awe-inspiring, it’s The Burning Man of off-road racing. Last year, more than 60,000 people came from all over the world. Some to watch, some to race. On the lakebed, more than 400 teams participated. It was an attendance record for King of the Hammers. This year with COVID issues and California leading the nation in cases, the race went on with heavy mitigation rules. The event didn’t disappoint. The overall crowd was down but only to an estimated 40,000 spectators and again more than 400 race teams participated. King of the Hammers is a full day race, encompassing more than 300 miles through the desert and on trails. Drivers are in their cars by 6 a.m., lining up and waiting for their turn for the green flag. Racing begins at 8 a.m. The fastest cars can finish in five to seven hours with many working all 12 hours before timing out just to finish. For most, there is no podium, just the personal satisfaction of finishing the race. Making the full distance is quite an accomplishment. In Friday’s event, 123 cars started but only 35 finished. Team Yukon is comprised of 12 race teams all in different classes. These are the guys we put our money on to hit a top finish. Beyond that, you can’t turn your head around in the pits and not find a Yukon decal on a car. On the track, teams of race cars begin each race and qualifying run, goosing the throttle over the Yukon Launch, a jump mere yards off the starting line. Yukon is the official sponsor of the 4500 Modified Class and each year owns the real estate in the front row of all racing pits. Each pit flies U.S.A. and Yukon flags to drape the desert with respect. In the Yukon pit, we show up with parts and a full garage to rebuild diffs so we can provide tech assistance to whoever needs it. It doesn’t matter what product they’re running; Jason and Brian were there to fix it. Yukon saved team after team that had broken parts, limited drivetrain experience, and/or no replacement. We get them back on the track saving them from what looked like a long drive home. Ask anyone out there, and they’ll tell you it’s about the racing. The more cars in the race the better. Teams and competitors are friends and willing to help, yet fiercely competitive behind the wheel. When it’s the toughest race in the world, your parts have to be good. Better yet, your parts have to be great! Many manufacturers try King of the Hammers one year and are never seen again. The cars run the desert at speeds of 140 mph and hit boulders and dry waterfalls taller than the walls in your home. Yes, things break, but every year we’re back and the calls keep coming for our parts.
