randys blog
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.
Transfer Case Season
Zumbrota Drivetrain’s mission is to provide our customers remanufactured drivetrain units restored like new. Exclusive Hydro Blast rinse and sandblasting protocol on internal and external parts, followed by a proprietary shot-enhanced deep cleaning, sets the unparalled standard for our units. This program allows multiple inspections at critical touch points ensuring our customers the highest possible quality product. Remanufacturing. Redefined. Cases and internals are thoroughly inspected for cracks, wear & stripped threads Shaft straightness, gear wear & chain stretch extensively tested Viscous coupler always replaced All seals always replaced Spun tested for shiftability & noise level When you buy a Zumbrota transfer case, you gain the confidence, satisfaction, and peace of mind that comes with our standard 2 year, unlimited mileage warranty. Zumbrota transfer cases are rebuilt to unparalleled standards. CALL 1-800-658-2537 2003-2007 GM/CHEVY PICKUP NP246 TRANSFER CASE NP246 Transfer Case for 2003-2007 GM with 4L60 or 4L70E Transmission. More Info SHOP NOW 2001-2007 GM/CHEVY NP263 TRANSFER CASE NP263 Transfer Case for 2001-2007 GM with a 6.0L Engine and 4L80E Transmission, 32 Spline Input More Info SHOP NOW NP263 TRANSFER CASE FOR GM 01-’07 P/U NP263 T-CASE 01-07 GM 29 Spline input, 6 speed or Allison Transmission More Info SHOP NOW NP271 TRANSFER CASE FOR CHRYSLER 03-’11 RAM 2500/3500 NP271 Transfer Case, 2003-2011 Dodge/Ram 2500 and 3500, 0.84 in. exposed length on the input shaft, 34 spline rear slip yoke, without speedo hole in transfer case, 7/8 in. hex on 4 wheel drive indicator switch. More Info SHOP NOW Quality, Dependability, Warranty Zumbrota Drivetrain has been in the business of providing quality remanufactured transfer cases for over 30 years. As times have changed, and with vehicles becoming more complex, we have utilized our industry know-how to improve our manufacturing processes and techniques. This is what our customers have come to rely on, and it is our promise to you. Strict Standards All of our transfer cases are remanufactured using strict specifications to ensure a quality build, and to give you peace of mind when reselling to a customer or installing in a vehicle. All cases are cleaned utilizing our state of the art hydro blasting and rinsing process. This process is what brings all cases back to the OEM finish. Once you've seen it, you'll understand what we mean. 100% Replacement of seals, bearings, viscous couplers (when applicable) and other common wear components. Warranty All transfer cases are sold with a standard 2 year / unlimited mileage warranty Quality Qualityinspections are conducted 3 times during the remanufacturing process to maintain our quality standard. A pre-inspection is done to ensure the unit is free of case cracks, excessive wear and to catch other OEM related problems that many cores have A second inspection is conducted during the reman process to ensure all component parts meet OEM specifications A final post-build inspection is done to ensure unit is built to our strict standards Units are shipped in high density plastic totes to help eliminate in-transit damage. SHOP ALL TRANSFER CASES ZUMBROTA REMANUFACTURING Learn more about the process and people behind the Zumbrota Drivetrain brand. Available through RANDYS Worldwide. SHOP ALL TRANSFER CASES
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
Positraction Chatter
When looking for great off-road traction an aggressive positraction is one of the most popular ways to go. But, when driving on the street every day that great off-road posi may be annoying. I have found that it is very difficult to make a positraction work really well off-road and still not chatter during every day driving. Many say that they can do it but my question is can they do it consistently without any customer complaints? Positraction function has been described well by many before me so I will skip that for now. I use the words “positraction” or “posi” as generic terms for all limited slip differentials (not including lockers). Posi chatter happens when there is a lot of friction in the clutches. The friction causes the clutches to bind during a turn and twist the axles. Then the clutches let go and the energy stored in the twisted axles is violently released shaking the whole vehicle. It is kind of like a bomb with energy stored in the twisted axle instead of being store in an explosive. Posi slip happens when there is not enough friction in the clutches and they do not hold when they are needed. Sometimes this can be helped by applying the brake or parking brake lightly in order to add resistance load to the carrier assembly which increases the clutch loading. Even with aid from driving technique a slipping posi is disappointing when off-road and really disappointing when stuck with one wheel still having good traction. The ultimate positraction would slip during every day driving and then sense that one wheel is slipping a lot relative to the vehicle speed and then apply more friction. Many manufactures have attempted to achieve this through many different types of positractions. Every time I see someone promote the final solution they find a way to upgrade it a year or two later and promote the replacement as the final solution. For those of you who are really serious about off-road I suggest getting some sort of locker but that can be left for another time. Popular Resources: New Gear Break-In Properly Setting Preload with Side Adjusters Size Matters