Swappin' Gears

The differential bearings are then pressed into place on the unit. The Truetrac differential is unique in the fact that it performs like a conventional differential, that is, until there's a loss of traction. Only then will the power transfer occur--when it's needed. The big benefit is that the Truetrac increases traction but doesn't effect steering or wear prematurely, which is a common problem with limited-slip differentials that use clutches and springs.

Here, Gary is shown adding the appropriate shim to the pinion prior to pressing the pinion bearing onto the pinion shaft and readying it for installation into the housing. Most new ring-and-pinion sets are pre-run and marked on the pinion shaft with its proper depth setting known as the "checking distance." This dimension is from the face of the pinion to the axle centerline.

Pinion depth is adjustable by adding or subtracting shims, and a good rule of thumb is to stay within +/- .002 of the checking distance. Once loaded with a new crush sleeve and shim pack the setting determines the gear load pattern.

The pinion is slipped into place, the yoke slid onto the pinion shaft, and the nut started and torqued to specification compressing the crush sleeve and setting the bearing preload (as a rule of thumb, 25 lb/in of rotating torque for new bearings). It's is also a good idea to give the pinion assembly a healthy tap both front and rear. The slight jolt serves to assure that the pinion assembly is truly set in its races.

The Truetrac differential (with its bearing races in place) is then set into the rearend housing journals. It should be a relatively snug fit. Once in place it's time to check backlash. Again, as a rule of thumb, most gearsets are developed to run at about .008- to .012-inch backlash for street gears. Adjustments for backlash are provided by shim packs behind the bearing cups. When the backlash is within specification the bearing caps are installed (pay attention as there is a definite left and right cap) and torqued to the proper rate.

At this point it's about time to button up the differential and check the gear tooth-contact pattern. Gary's third arm comes in pretty handy for speeding things up when the clock is ticking--just kidding folks.

The teeth are painted with gear marking compound and the ring gear is rotated several revolutions. A tooth-contact pattern will then appear and should be similar to the pattern shown in the installation instructions supplied with the gearset.

If the pattern is not in the approximate position shown in the instructions, reset the pinion depth and backlash to correct the pattern. Most times the shims must be changed in .003-inch increments to notice a pattern change. If a pattern is heavy toe (top), subtract shims. If it's heavy heal (bottom), add shims.

The new Yukon axles are then inserted in the tubes. They're held in place by C-clips that fit into a machined groove in the axle. In this case you can access them through the rectangular opening in the Truetrac differential.

The Truetrac spacer block and its retaining bolt are then inserted between the axle stubs, the block pushes the axles outward applying pressure that holds the C-clips in place.

The final steps are to replace the gasket and cover, fill the rearend with a high-quality gear lube, and reinstall the brake assemblies. The gear change and Truetrac in combination with the vehicles existing Gear Vendors overdrive unit should really make this bad boy a fun ride.