Find answers to the most asked questions about your purchase, order or shipping
| Remanufactured Unit Charge Back Guide* | ||
| Hole or crack in case or housing: | ||
| -Transfer case | 25% | |
| -Transmission | 25% | |
| -Differential (Bad Spindle, Crack/Hole in Housing) | 50% | |
| -Differential (Missing Caps) | 100% (no credit) | |
| Disassembled units/Missing parts | $150 charge | |
| Exploded unit | 50% | |
| Oil not drained completely | $50 charge | |
| Core returned without shipping tote | $150 charge | |
| Shipping tote returned without core | $50 credit | |
| Tote hardware not returned (Straps, insert, foam) | $25 charge | |
| Remanufactured unit not like for like | 100% (no credit) | |
* All charge backs will be deducted from Core Return Value.
Referring to a situation where water and oil are mixed, resulting in a light brown substance in the axle housing. This should be removed immediately as it can create acids that can cause corrosion.
Friction, or drag, that comes from the viscosity of fluids. Heavier oils will create more drag which will sap horsepower.
This is a method of case hardening. It’s a common hardening method for axles because it’s fast and can be localized and controlled. Typically, electromagnetic coils are used and the part is heated to a precise temperature and for a precise time, sometimes in several cycles, then instantly cooled. The beauty of induction hardening is that the depth of the hardening can be very precisely controlled.
The lowest temperature at which a specific gear oil will pour.
All new gear sets require a break-in period to prevent damage from overheating. After driving the first 15 or 20 miles it is best to let the differential cool before proceeding. We recommend at least 500 miles before towing. We also recommend towing for very short distances (less than 15 miles) and letting the differential cool before continuing during the first 45 towing miles. This may seem unnecessary but we have seen many differentials damaged from being loaded before the gear set was broken in.
Changing the gear oil after the first 500 miles is also recommend. This will remove any metal particles or phosphorus coating that has come from the new gear set.
Get more info in these blog articles Proper Break In Process – Keeping Gears Cool During Break-In – 12 Tech Tips For Proper Differential Assembly & Setup
Using non-synthetic 80W-90 GL-5 will produce optimum performance in our Dura Grip clutch-type units.
Learn more about LSD oils, and drivetrain lubrication in general, by watching our “Tech Talks, Oils and Additives” video.
High stress driving will repeatedly increase the temperature of your transmission, eventually breaking down the stability of the gear oil in your car. If you regularly tow, drive in low traction conditions, or drive in mountainous regions, you will likely need to change your gear oil every 30,000 miles, or potentially even less.
In normal driving conditions, most cars can travel up to 80,000 miles before needing a gear oil change. However, this number is a maximum, and most manufacturers recommend changing your gear oil between 50,000 and 60,000 miles.
Other conditions that require a gear oil change can develop under unusual circumstances. For example, if your transfer case, differential component, or transmission has experienced submersion in water or another foreign fluid, your gear oil should be replaced. Contaminated oil can seriously damage your gearbox, transfer case, or differentials with inadequate lubrication.
You should also replace your gear oil if your transfer case or differentials recently had a leak repaired. A leak could signal contamination or low levels of gear oil. Most mechanics will replace your gear oil after repairing a leaky component, but this is sometimes forgotten during home repairs.
Lastly, if you or your mechanic finds dirty gear oil during a checkup, it should always be replaced. Old or dirty oil leads to destabilized viscosity and poor lubrication, which will prematurely damage your gearbox, transfer case, and/or differentials.
A cold roll formed axle shaft is subjected to a great deal of pressure via cam-like tooling dies in the mill machine that imprint the shaft with splines. The intense pressure re-arranges the grain structure of the metal which ensures consistent hardness throughout the spline teeth and shaft unlike a cut-spline technique where material is removed from the shaft to create the splines. Yukon seals the deal with its induction hardening process where the axle is heated with an induction coil to around 1,600-degrees Fahrenheit then quenched, ensuring the proper heat penetration is achieved. Again, grain alignment within the metal and enhanced strength is the big benefit. Ultimately, the attention to detail that Yukon brings to the table results in an axle that is primed to absorb tons of trail abuse and provide years of dependable service.
The goal is to alter the properties of the metal on a molecular level, producing a tighter grain structure that changes the hardness, strength, toughness, ductility, and elasticity of the material in a beneficial way.
Induction hardening is the method Yukon uses on its entire line of performance axles. The process starts with an axle shaft that has likely been fully machined with splines etc. The shaft is heated with an induction coil to a predetermined temperature usually between 1,550- and 1,600-degrees Fahrenheit then quenched. Quenching is basically dousing the part with water or dropping it in an oil bath to quickly cool it. Yukon’s quality assurance staff will test axles from random production batches to ensure they receive proper heat treating and measure up dimensionally to engineering blueprints.
The "GL-5" designation identifies how much Sulphur-based friction modifier is present in the oil. This chemical modifier helps the oil function under extreme pressure… like in an LSD. Note: Because of its Sulfur content GL-5 oil is meant to be used on hypoid gears in differentials only; it is too corrosive to be used in transmissions, which require a milder GL-4 formulation.
DOM, which stands for Drawn Over Mandrel, is a tube milling technique where coils of steel are formed into strips of a predetermined width. The strip is electric resistance welded and cold drawn into tubing, often called a hollow. The DOM process consists of pulling the tube/hollow through a die, inserting a carbide mandrel inside the tube, running it through the die again. The mandrel draw is repeated until the tube attains its final/desired specs. The pressure of the cold-drawing produces tubing with superior tensile strength, uniform wall thickness, highly precise inner and outer diameter tolerances, and the highest possible weld strength. This production technique is popular in the manufacture of axle tubes, driveshafts, roll cages, shock absorber bodies, and other automotive and inustrial applications.
GEARS | SET UP - What is the break-in procedure for a new set of gears?
GEARS | SPIDER GEARS - What are spider gears and what do they do?
DRIVELINE | AXLES - What are the differences between a semi-float axle and a full-float axle?
DIFFERENTIAL | LOCKER - What is the difference between a locker and a limited-slip differential?
DIFFERENTIAL | LIMITED SLIP - What gear oil do you recommend for limited-slip differentials?
DRIVELINE | TRANSFER CASE - What are the different types of Transfer Cases?
DIFFERENTIAL | SET UP - How much torque is needed to crush a crush sleeve?
Talk to an expert at RANDYS:
Differential & Traction
Driveshafts
Suspension & Steering
Tools
Miscellaneous
Apparel & Promo
Off-Road Recovery Gear
All Categories
AMC
Chrysler
Dana
Ford
GM
Isuzu
Nissan
Suzuki
Toyota