Yukon blog
How It Works: The Pros and Cons of Spools & Mini Spools
Spools are all about getting full lockup on a budget… 100% lockup 100% of the time. There are two types of spools: full spools and mini spools. Each attains the same objective, ensuring both drive wheels on a given axle receive full torque and rotate at the same speed all the time. They create a solid axle. The Spool Compromise As with any drastic, all-in type of modification, there are compromises along the way. The spool is no different. Since the axles are locked there is no allowance for situations where the tires need to spin at a different speed… i.e. when the vehicle turns a corner. When this happens the tires chirp, sometimes aggressively, as they struggle to complete the turn. The rubber is the weak link. It’s what gives to allow the vehicle to maneuver. In doing so tires absorb a lot of abuse in the form of significant wear. One should also remember even when not pushed to the level of chirping, any imbalance in wheel speed is scrubbed off by the tires resulting in tire wear. Simply put, spools chew up tires. Another compromise is how the binding within the differential also produces undue stress on the axles themselves. In the long term, axles can be bent out of shape because of the torsional stress they are subjected to on the street. Changing Driving Dynamics There is a cause-and-effect scenario going on here. In most cases, running a spool will compromise the turning radius of the vehicle. Further, a spooled driveline can be unforgiving driving on wet or snowy roads as it lacks the finesse to handle conditions that call for the management of different wheel speeds to ensure vehicle stability and control. You can roam the online forums and the street-worthiness of a spool-equipped vehicle is a long-raging debate. Due to their unwieldy nature, we recommend spools as an outstanding choice for dedicated off-road and drag racing vehicles only. Full Spool A full spool replaces the carrier, spider, and side gears. The unit consists of a snout and a ring flange. The axles are installed in the snout, which is splined to accept the axle shafts. The spool’s ring flange bolts onto the ring gear. So, the ring and pinion do their job, redirecting torque 90 degrees from the driveshaft to the wheels, but the housing has lost its ability to differentiate wheel speeds between the wheels. Yukon and USA Standard Gear spools are made from high-quality 8620 steel and heat-treated for additional strength so your differential is ready for extreme action in the name of ultimate traction. Mini Spool A mini spool is less expensive than a full spool. Since it swaps in place of the spider gears and side gears, installation is easier, faster, and cheaper than a full spool. Though Yukon and USA Standard Gear mini spools are constructed from heat-treated 8620 alloy steel, they are not as stout as full spools because minis rely on the factory carrier for strength. Cost Versus Reward We see our spools as a safer option for those who are considering welding their gears together to get the same solid-axle traction. The big problem is that welding can be done poorly and fail—either by weak welds or too much heat, which compromises the grain structure of the steel, causing the gears to become brittle at the weld point and eventually break. When welded differentials let go they can take other components out, which negates any cost savings of welding. In our eyes, spools are only for dedicated off-road and drag racing vehicles. If the vehicle will see the street we urge customers to consider stepping up to a locker or limited slip differential. Cost Versus Capability You can opt for a Spartan Locker , a helical positraction LSD, or a locker. While each of these products represents a step up in streetability, they also embody a rise in cost. A full spool runs around $320 to $375. A Spartan Locker runs $400 to $500, provides full lockup, and is more civilized than a spool. Helical positraction limited slip differentials start at $600 and enhance street traction without full lockup. Yukon’s Grizzly Locker starts at about $780 and delivers 100% lockup with automatic unlocking when needed. Of course, pricing is application-dependent, but for very little extra investment you can get a Spartan Locker or helical LSD. In many cases, you will save money in the long run by not shredding tires. If you run expensive big tires like 35-, 37-, or 40-inch sizes, the savings can be substantial. Spools do what they’re intended to do and we build ours with quality materials and top-notch craftsmanship. But these products are narrowly focused on dedicated purpose-built vehicles that aren’t expected to be driven on the street or even make a 90-degree turn. Seriously consider your vehicle’s usage expectations and look beyond the initial cost—moving up to a more versatile, driver-friendly traction device can be the best call for your wallet and your nerves. Shop Spools
Yukon Gear & Axle Dana 30 Performance Options
The Dana 30 differential has been pulling the front of Jeeps around since the CJ-5s of the early 1970s. Available in high- and low-pinion versions as well as standard and reverse rotation versions, the Dana 30 can be found in Wranglers, Cherokees, Grand Cherokees, and Comanche MJs to name a few. They are also in early Ford Broncos and various AMC applications. Too often the capabilities of this mighty-mite diff are overlooked and enthusiasts swap them out. But the D30 has a huge aftermarket behind it and there are plenty of spares waiting for rescue in junkyards across the country… the D30 is begging to be built! Thrive Don’t Just Survive If you’re rolling a Dana 30 why not take advantage of its extensive modification potential? It’s a great landing spot for drop-in lockersockers like our Spartan Locker, large-frame lockers like our Yukon Zip and Grizzly units, and positraction limited slip differentials like our Spartan Helical LSD. Spartan Locker Spartan Locker The Spartan Locker is known as a drop-in or lunchbox locker. This product is not a single unit that is swapped into your pumpkin, it is a collection of components that transform an open differential carrier into a locker. Typically, a Spartan Locker consist of a pair of drivers, two side couplers, four alignment pins, four pre-load springs, a hardened cross-pin shaft, a roll pin, and installation wires. Yukon Grizzly Locker and Yukon Zip Locker Large-frame lockers, like the Yukon Grizzly and Zip, replace the carrier as a single unit and their case is constructed from a muchstronger alloy steel compared to the factory carrier. The main difference between these units is operational… the Zip Locker is an air locker that is operated by a pneumatic system and the Grizzly is a mechanical unit. Yukon Grizzly Locker Mechanical lockers like the Yukon Grizzly Locker, sometimes referred to as automatic lockers, are always engaged. During normal mild-throttle situations where load is applied to the differential, the unit is locked. When the vehicle is turning, the locker produces a clicking sound as the square-cut side gears move over and past one another. This ratcheting sound can be loud and is why mechanical units may not be best suited for vehicles that spend a lot of time on the street… it all depends on how sensitive your ears are. The air-operated Yukon Zip Locker behaves like an open differential until it’s turned on by the driver. When activated, a locking collar slides forward and locks the gears together, transferring equal amounts of traction to both tires. The air locker’s on-off selectability makes them ideal for street-driven vehicles. USA Standard Gear Spartan Helical LSD The gear-type USA Standard Gear Spartan Helical LSD features floating helical-cut worm gears that operate in pockets and mesh together. Under normal driving conditions this type of LSD acts like an open diff. While under acceleration or when wheel slippage occurs, axial and radial thrust is applied to the helical gear pinions transferring more torque to the tire with the best traction progressively as torque is withheld from the tire that is slipping. The Spartan Helical LSD’s advanced 10-pinion design has a strength advantage over an equivalently sized 6-pinion or 8-pinion units because it has more points of contact and a greater surface contact area to deliver optimal load distribution. USA Standard Gear uses forged 8620 grade steel in the case and internals for superior durability. Yukon Re-Gear Kits You can also step up to the plate and upgrade your gears with one of our all-encompassing Yukon Re-Gear Kits. There are two key reasons to change the ring and pinion gears in your vehicle. The first is to regain the lost performance and fuel efficiency of a daily driven vehicle that has been upgraded with larger wheels and tires. The second is to optimize the performance of a rig that is a dedicated off-roader where low-end tenacity and low-speed acceleration are of more importance than operating efficiently at freeway speeds. Yukon’s convenient ring and pinion Re-Gear Kits bundle everything you need to upgrade both the front and rear differentials in one simple part number, saving you tons of time and hassle. These kits feature premium Yukon ring and pinion gears, Master Install Kits with high-quality Timken/Koyo bearings, and all the small parts you’ll need to get the swap done right. End Of The Trail The Dana 30 can be a primetime performer. The key is to know where your going with your truck… literally. Consider how much time it will spend on the street, how much time on the trail, and how intense your trail activity is going to be. Also factor in whether or not you’ll be upgrading to larger tires in the future. Then weigh the pros and cons of swapping your diff. Could be a properly prepped Dana 30 will get you where you need to go and save you money that can be invested elsewhere in your rig… chromoly axles, some bumper and body mods, or perhaps a bitchin’ Yukon Hardcore Diff Cover so it looks the part!. Happy Wheeling. contact us at 866-631-0196
Tools of the Trade: Yukon Driveline Tools
From Weekend Warriors to Master Builders Craftsmen worldwide know that no matter what you’re working on, it’s all about the tools. For the mechanic, having the right tools is the difference between a smooth, well-executed job and running around trying to find “something that works”—most likely a screwdriver or other blunt, ill-advised tool—just to get the vehicle off the lift. The difference between getting a job done and getting a job done right is the proper tools. Yukon knows differentials, and in our 40-plus years in the industry we have pioneered many specialty tools designed specifically for drivetrain work. From specialized bearing pullers to simple shim drivers, investing in the proper tools makes it easier when a vehicle pulls in with that elusive “vibration in the rear.” Tools are an investment that will build your business. Four Critical Steps for a Long-Lasting Differential Install the pinion gear using a high-quality pinion depth-setting tool. Set bearing preload with a specialized inch/pound torque wrench. Dial in backlash using specialized spanner tools. Set carrier bearing preload with proper shim drivers. Yukon has developed more than 80 different tools that streamline differential and drivetrain assembly. Here are some top sellers to consider: YT P20 / YT P22 Yukon Bearing Pulling Set YT P20 / YT P22 Yukon Bearing Pulling Set – These bearing pullers simplify bearing removal for those without a press. They feature different clamshell sizes for a clean, quick, and simple way to remove bearings without risk. YT SD-01 Shim Driver Set YT SD-01 Shim Driver Set – Designed for Ford, GM, Chrysler, and many other housings. These heavy-duty half-moon cradles replace screwdrivers, punches, and pry bars so you can set shims correctly without chipping or damage. YT BD Bearing Race Driver YT BD Bearing Race Driver – Yukon has developed more than 20 race drivers for different applications. They accurately drive races, ensure proper alignment, and are built to withstand the hammering required to correctly set bearings. YT A06 Side Adjuster Tool YT A06 Side Adjuster Tool – Reaching the recommended 150+ foot-pounds of adjuster torque is nearly impossible without the proper tool. While this tool serves a singular purpose, it’s exactly what’s needed to get the job done right. Yukon also offers bolt extractor kits, spanner tools, spindle boring cutters, and more to outfit shops that want to do the work and do it well. Tools are an investment that will build your business. Invest in the best—Yukon driveline tools. Shop Yukon Differential Tools
Upgrade Your Toyota’s Drivetrain With Top-Quality Yukon Parts
Toyota’s have earned a long-running cult-like reputation for off-road tenacity for absorbing abuse and overcoming obstacles on the trail. We get it. And we’ve developed hundreds of part numbers dedicated to the illustrious sombrero badge. If you own a Toyota and want to run with the bear we have Grizzly Lockers, Spartan Lockers, Dura Grip limited slip units, Master Overhaul Gear Kits, complete ring and pinion sets, and more. Read this article in Espanol Going Big-Tire On Your Toyota? Upgrading to bigger wheels and tires is a rite of passage in many off-road circles. Whether you like the look or plan to step up your wheeling game, it’s wise to recognize your 35-, 37-, or 40-inch tires need to do more than merely fit. Getting the larger rolling stock under your rig is the beginning of the process, not the end. The larger-than-stock circumference of big tires change your truck’s final drive ratio and can negatively alter its performance. This change can impact acceleration, freeway cruising, and many aspects of off-road performance. It can also put undo load and wear on your driveline. Changing the gear ratio in your Toyota’s front and rear diffs can turn back the clock and recapture your vehicle’s driving characteristics. Yukon’s Toyota re-gear offerings cover 1996-and-up 4Runners, ’95-and-up Tacomas, and 2000-and-up Tundras. Yukon’s re-gear ring and pinion gear set kits encompass many popular Toyota differentials like the 8.75” rear, 8” clamshell front, and the venerable 8” rear that is featured on countless V6-powered Toyota 4x4s. Jump-start your re-gear kit product search here by listing your Toyota’s specs in the part finder here. In The Mood For More Traction? We can steer you to three great traction options: the Yukon Dura Grip positraction LSD, the Yukon Grizzly Locker and the Spartan Locker. Where an open diff will freewheel the tire that lacks traction, the Dura Grip limited slip differential uses clutch packs to funnel traction to the tire that has the best grip. In its static state the unit is pre-loaded and provides traction to both wheels. When it’s further loaded… under acceleration, in a fast corner, or when wheel slippage occurs off-road… the clutch packs will apply more torque to the wheel that has the best traction and reduce the transfer of power to the wheel that’s slipping, giving you the balanced traction you need when you need it. All Toyota Dura Grips are heavy duty four-pinion-gear designs built with a high-strength nodular iron case, forged 4320 chromoly spider gears, and top-quality composite clutches. It should be noted that the clutch packs can be rebuilt to bring the unit back to its original performance level or different clutches can be used to fine tune the Dura Grip’s performance to better match your style of driving. Lockers are the big hitter in the off-roader’s arsenal, providing game changing traction on the trail while retaining near-stock drivability on the road. The Yukon Grizzly Locker is a mechanical locker or automatic locker that requires no pneumatic or electronic activation. It replaces the entire carrier assembly and provides incredible clamping force, forged internals, and a forged 8620 low-nickel alloy steel case that is much more robust than the OE carrier it replaces. During on-throttle driving conditions, load is applied to the differential which induces locking, sending 100 percent of the power to both drive tires equally. The Spartan Locker generates reliable, full-lock-up traction at a low cost. The Spartan Locker is not a singular component you swap in but a collection of parts that converts an open differential carrier (and only an open differential carrier) into a mechanical locker. A typical Spartan Locker consist of a pair of drivers, two side couplers, four alignment pins, four pre-load springs, a hardened cross-pin shaft, a roll pin, and installation wires. These lockers feature heat-treated 9310 steel drivers and couplers for enhanced durability. The advantages of utilizing a Spartan Locker are its 100% lock up and its value. They cost less than half the price of an air-operated locker, and remember this is before factoring in the cost of a pneumatic operating system. Further, Spartan Lockers are about a third the price of a large-frame mechanical locker. Going with a Spartan Locker also pays off when it comes to installation. Since it’s less labor intensive than a large-frame locker, installing a Spartan Locker costs less. The savings can be even more substantial if you handle the install yourself. Got A Tired Drivetrain? When it comes to differential maintenance, Yukon Master Overhaul kits deliver all the high-quality small parts you need to do the job right. Each kit consists of carrier bearings and races, pinion bearings and races, a pinion seal, complete shim kit, ring gear bolts, pinion nut, crush sleeve (if applicable), oil baffles and slingers (if applicable), thread locking compound, marking compound with brush, and a gasket. Yukon Master Overhaul kits are the most comprehensive and complete kits on the market because we do all the research to ensure that every kit is specially tailored to the proper Toyota application. Pre-built Toyota Dropouts Make re-gearing your Toyota easy by ordering a complete assembled dropout. Taking this route delivers a pre-built diff with the ratio you want installed while also saving you the hassle of resetting pre-load and backlash if you were to re-build your existing housing. Yukon heavy-duty dropouts feature upgraded materials and an improved design versus OEM to provide heavy-duty strength, ensuring they are ready to stand up to any abuse you can throw their way. You can elect to upgrade your dropout with double or triple drilled pinion flanges, solid pinion spacers and shims in place of crush sleeves (to better maintain gear setup preload), and you can add a locker or positraction limited slip differential to your build. An added benefit of this approach is installation cost. Going with a rebuilt dropout reduces downtime and saves money on the labor. Further, those comfortable with swapping out the housing can handle the install themselves, saving even more money. Check out our Toyota dropouts for Toyota’s with V6 engines (YP DOTV6) and Toyota’s running the 8" diff (YP DOT8). Yukon also offers Toyota-specific spider gears, yokes, knuckle kits, axles, and small parts like, bearings, u-joints, seals, shims, cross pins, washers, and nuts. The bottom-line message here is hardcore Toyota owners who expect their rides to meet the challenge of the trail or Everyday Joes who primarily drive on the street have found their one-stop shopping destination.
Yukon Gear & Axle Toyota Re-Gear Kits
Reclaim Performance in Big-Tire Toyotas Toyota owners can now take advantage of performance-engineered Yukon Gear & Axle gear sets that have been proven at King of the Hammers, the granite crags of Moab, and in Ultra4 competition across the country. Yukon’s convenient ring and pinion Re-Gear Kits bundle everything you need to upgrade your Toyota’s front and rear differentials in one simple part number to save you time. These kits feature premium Yukon ring and pinion gears, Master Install Kits with high-quality Timken/Koyo bearings, and all the small parts you’ll need to get your vehicle back on the road quickly so you can make the most of your time on the trail. There are two main reasons to re-gear your ride. The first is to recapture the lost performance 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 mild acceleration. Yukon’s Toyota gear program covers 1996-and-up 4Runners, ’95-and-up Tacomas, and 2000-and-up Tundras. This offering encompasses popular Toyota differentials like the 8.75” rear, 8” clamshell front, and 8” rear that is featured on countless V6-powered Toyota 4x4s. Toyota 8” diffs are stout and utilize a third-member, dropout-style design, much like the Ford 9” and Chrysler 8.75” unit. This means the carrier and internals of the diff can be easily removed for ring and pinion upgrades. Gear Ratio Explained If you’re adding big tires, you’re technically already re-gearing because the increase in tire circumference changes the final drive ratio. Remember, if your Toyota is running a 4.10 gear, the pinion gear spins 4.1 times to generate one revolution of the ring gear. Further, upsizing tires likely increases the un-sprung weight, or rotating mass, of your rolling stock. This also increases the vehicle’s overall rolling resistance. On the road, your vehicle will take longer to accelerate, turn a lower engine rpm to maintain a highway speed, and get poor gas mileage because of the increase in weight and rolling resistance. Big tires also put a lot of additional stress on the drivetrain, stock braking system, and factory steering components. Re-Gearing Explained A worrisome trend we’ve seen is owners who think that since their rig has a six-, seven-, or eight-speed transmission they don’t have to upgrade their gear set when they jump up in tire size. The culprit is the increased load of larger tires. It can keep you from realizing the full benefit of the tire upgrade because the transmission won't shift into its higher gears. It's not uncommon to see the transmission hanging out in lower than normal gears at light throttle on the freeway or shuttle shifting while trying to find the right gear. 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. Understanding Different Ratios Gear talk can be confusing. Wheelers have different ways of talking about the same thing—tall gears, high gears, low gears, deep gears. Tall gears produce a lower numeric ratio such as 3.08 or 3.73, while short or deep gears refer to higher numeric ratios such as 4.88 or 5.29. Numerically higher gear ratios produce more torque, quicker acceleration, and lower top speed. Lower numeric ratios produce less torque, slower launches, and higher top speed. The wrong ratio can reduce fuel economy by forcing the engine to work too hard or spin too fast at freeway speeds. It’s a trade-off. How to Select a Ratio That’s Right for You To pick the right ratio, you need to know your current gear ratio and tire height in stock trim. These values determine engine rpm at a given vehicle speed. The homepage provides calculators for gear ratio, tire height, and engine rpm. Use your stock setup as a baseline to understand how your vehicle behaves from the factory. Enter your new tire diameter and adjust the gear ratio to match stock freeway rpm for factory-like drivability, or tune for more low-end pull or improved fuel mileage depending on your goals. Going big-tire isn’t as simple as making them fit. Larger tires affect acceleration, cruising, and off-road performance. Yukon Re-Gear Kits restore drivability in one complete solution. Call Now 866-631-0196 Shop Toyota Re-Gear Kits Yukon Gear & Axle Toyota Re-Gear Kits Highlights Re-Gear Kits upgrade your Toyota’s front and rear differentials Saves time by bundling everything needed to complete the job correctly Regains lost vehicle performance from big-tire upgrades Includes Yukon ring and pinion gears with premium Timken and Koyo bearings