Yukon blog
Introducing Yukon Gear & Axle Toyota Re-Gear Kits
Yukon Gear & Axle is expanding its line of Re-Gear Kits to include popular Toyota models. Available in more than 30 applications, these kits save you time and headaches by bundling everything you need to upgrade your front and rear diffs in one simple part number. If you’re going to enhance the stance of your Toyota with big tires, don’t forget to enhance the gearing! Yukon Re-Gear Kits correct changes to your differential’s final drive ratio that occur when you upgrade to bigger tires, namely lackluster acceleration, poor towing, and labored climbing. Kits feature premium Yukon ring and pinion gearsets, master install kits with high-quality Timken/Koyo bearings, and all required small parts to get your vehicle up and running fast so you can make the most of the time you spend on the trail. Shop Toyota Re-Gear Kits
Introducing Yukon Hardcore Diff Covers for 2019-up Ford Ranger
Yukon Hardcore Diff Covers protects your truck’s pumpkin from dents, cracks, and the feared diff cover peel back. These covers are constructed from thick-walled, high-strength ductile nodular iron to absorb the most severe impacts and safeguard lockers, gears, and axles from damage. They also increase the structural rigidity of the differential, reducing deflection under high-torque situations that can put severe loads on internal parts. Learn more about Yukon Hardcore Diff Covers on our blog. Shop All Hardcore Diff Covers
Yukon Supports 2021 King of the Hammers
Yukon Gear & Axle was up to its old tricks again as we supported the 2021 edition of the King of the Hammers off-road racing extravaganza. The race week culminated with the big dog Ultra4 racers on Saturday, February 6 and we set up shop to provide parts and tech support to the combatants. Get a more detailed vibe of the event on our blog here.
Yukon by RANDYS Worldwide Introduces Upgrade Gears in Multiple Ratios for the Jeep Gladiator
Yukon Gear & Axle, manufactured by RANDYS Worldwide, has released a new ring and. pinion selection with ratio options that range from 3.45 to 5.38 for the new Jeep Gladiator (JT). With this addition, RANDYS Worldwide now offers a comprehensive line of aftermarket differential and drivetrain components for the Jeep Wrangler and Gladiator. Jeep Gladiator enthusiasts are now able to upgrade to Yukon gears with a choice of seven ratio options: 3.45, 4.11, 4.56, 4.88, 5.13 and 5.38. “From the minute the buzz started on the Gladiator and JL, we made a decision to own this market by providing the most comprehensive drivetrain line for the platforms,” said Neal Hollingsworth, RANDYS Worldwide director of marketing. “Our goal is to ensure our loyal Jeep customers that they will have what they need when they want it. All of our products are backed with a strong warranty and the best technical customer service available to help with the selection and installation process.” In addition to Jeep JL, JK and JT front and rear ring and pinions, Yukon also offers a full range of upgrades including chromoly axles, performance driveshafts, 4WD and RWD installation kits that includes front or rear gears, Timken master overhaul kits, and high quality differential covers that take the beating from harsh off-road driving. All Jeep products manufactured by Yukon are available for quick delivery from one of seven warehouses that will ship same-day. Special pricing is available now for Jeep JK Rubicon and non-Rubicon Jeep JK Gear Kit packages that includes Timken master overhaul kits through Oct. 31.
Geared Down to Get Out: Regearing Super Duty Axles With Yukon Gears
Ford Super Duty axles are arguably the most common setup swapped into other vehicles, and it is easy to see why. The Super Duty is one of the last vehicles on the market equipped with front and rear solid axles, and the only one with a high-pinion Dana 60 frontend. By starting with heavy-duty, eight-lug axles with 35-spline axleshafts, we didn’t feel it was necessary to upgrade shafts or U-joints, even when planning to run 40-inch-tall Milestar Patagonia M/Ts on our fullsize truck. That doesn’t mean there isn’t room for improvement, or that all Super Duty axles are created equal. We recently went to Axleline to upgrade the Super Duty axles in our latest project with Yukon components for improved strength and trail prowess. Axleline’s head honcho, Aaron Lechner, showed us the strengths and weaknesses of Super Duty axles, along with the changes that have been made over the last 20 years that Ford has been using these axles. Yukon makes lockers, ring-and-pinion sets, and installation kits for every generation of Dana 60 and Sterling axle. We recommend starting with the newest axles you can find since they have the biggest components to support the increases in power and tow capacity as the Super Duty has evolved. Then just add lockers and low gears and you are ready to hit the trail. Super Duty Dana 60s Through the Years While not as bad as the variations of Dana 44, where zero components from a Dana 44 under a new Wrangler JL are shared with the Dana 44 under a CJ-5, Dana 60s still have quite a bit of variation, even the ones found under Super Duty pickups. Starting in 1999, Super Duty trucks used Dana 50 axles under F-250s and single-rear-wheel (SRW) F-350s. High-pinion Dana 60s were used on dual-rear-wheel (DRW) trucks starting in 2002. These axles had spring perches for leaf springs until 2004, with virtually no axletube sticking out of the casting on the short side, making it a challenge to mount coils or links. In 2005, Ford went to coil springs, along with bigger knuckles and brakes on the Dana 60 front axles. F-450 and F-550 trucks of this era came with “Super 60” front axles that use a larger 10-inch ring gear, 37-spline axleshafts, and 1550 U-joints for even greater strength. These axles have 10-lug adapters, but removing the adapters converts them to the normal Super Duty 8x170 bolt pattern. Sterling Rears Through the Years Not all rear Sterling axles are the same, but the differential covers, axleshafts, and carriers are all interchangeable. These are full-floating axles with 1 1/2-inch, 35-spline axleshafts that are very strong. They don’t benefit from the third pinion bearing that makes the 14-bolt the king of rear axles, though, and the axletubes can spin in the centersection under hard use. Early 1985–1992 Sterling 10 1/4 axles used drum brakes, an 8-on-6 1/2 bolt pattern, and short pinion splines. The second generation (1993–1998) used longer pinion splines and a different yoke but was otherwise the same. The introduction of the Super Duty in 1999 also introduced the Sterling 10 1/2-inch axle, which has a different inner pinion bearing than the Sterling 10 1/4. The 10 1/2 also uses disc brakes and an 8-on-170mm bolt pattern. In 2005, the brakes were upgraded to 13.4-inch rotors, and in 2013 they increased again to 14.3 inches.