5/5
913A561
$234
The difference is fantastic on its own. How invisible it is until you need it is astonishing. A lunchbox locker has many benefits but none of its problems. I occasionally drive my truck very aggressively; on the road and in corners, it behaves just like an open diff until the inside slips. As the strength flows to the outside and carries you through, you only momentarily sense it. It stays nice and smooth and carries you through with control; there is no insane locking, wheel hopping, chirping, or anything else to throw the balance off. I adore it; even in the rain, it enhances daily driving by allowing you to avoid the occasional slip caused by applying too much gas or climbing a steep turn. Offroad and light snow are no match for it; it is incredibly transparent and carries you through the majority of situations admirably. It is simple to drive with just the right tire grip and both left tires on ice or mud on the side of the road, as is intended to be possible. Definitely aids in maintaining speed in low traction conditions.Purchase new carrier bearings and a shim kit (the Yukon (SK SS12) Super Carrier Shim Kit is excellent). The carrier bearings will absolutely require a press because they fit so tightly; I wouldn't take the chance of breaking a bearing by attempting to use a hammer. Even if you require a store or a friend to do it for you, it's worth it because it only takes two minutes with a good press. With the use of a hammer and pry tool, the gears and ABS ring on the old carrier were rather simple to remove. The bolts can then be pushed into the new carrier with ease and without the use of a press. A dial indicator for backlash and a little grease or prussian blue aid label the gears to guarantee perfect alignment. I replaced the axle bearings and seals at the same time, and even on my ancient truck, they were simple to pull out with a slide hammer. It wouldn't hurt to buy a new diff cover and gasket as well; they're inexpensive. I avoided interacting with the differential's gears or forward components. I spent around 4 hours on it, starting at the beginning and finishing at the end. I was astonished at how quickly and easily it went.
5/5
913A589
$234
My Jeep was recently re-geared, and I also wanted to increase its general capabilities. I purchased it on Amazon to save some money. These are excellent, and I'm just beginning to reach the stage where I can put them to the test ( had to break in gears first). In normal driving scenarios, they are absolutely undetectable yet come on when you need them. When they finally start to work and transfer power, I can feel it, but it's very faint and only lasts for a few moment. After re-gearing and adding them, I've spent roughly $1300 per axle in modifications, so I wish they had come from the factory. I find it comforting to know that my Jeep is now an impregnable tank.
4.8/5
Fits 31 spline axles only
Accepts anti-lock exciter ring
Requires 4oz. of friction modifier with initial fill
(CM-19546-A1) OE for 2003-2004 Cobras
Compatible with solid and independent rear suspensions
$234
Purchased it since my 2005 Ford F150 1WD Open Diff wasn't up to the task throughout the winter. Unit fit a little bit tighter than the original diff, making installation difficult. I've driven it around 1,000 miles so far without any noise, chatter, or other issues. I did use ring and pinion factory originals. When organizing your job, keep in mind that you MUST get new bearings and races because the originals are pushed onto the original diff and cannot be removed without damaging it. An auto locker would be a better option for off-road use, but the pricing on this can't be beat, especially if it's going on a vehicle that is driven mostly on the road.
4.4/5
Jeep Dana 30
27-Spline Axles
Fits 3.73 & Up Gear Ratios
1971-2011 Jeep
$234
I did not want the factory-installed rear Trac-Lok option, which costs $300, so I bought my 2011 Jeep Wrangler Sport S with open differentials. Detroit Truetracs limited slip fully automated diffs have a reputation for being indestructible. When traction is good, they function like open diffs and are silent and quick to lock up. These helical gear diffs are quiet and require no maintenance. You may trick the diff to lock up by tapping the brake if you're on ice or have one wheel off the ground while it's spinning; otherwise, they lock up on their own as necessary. Even though these LSDs aren't actual lockers, they nonetheless run automatically without the use of cables, electricity, or air. For Dana 30 JK with 3.73
4.3/5
Detroit Locker 913A481 Detroit Truetrac - GM 8.5/8.6 10-Bolt 30-Splin
Product Dimension (LxWxH): 8.2x8x8.4
$234
Along with the master overhaul kit, it was compatible with my 2006 GMC 8.5 differential. Good luck if you're doing this alone, lol. Including a few trips to the auto store for specialized tools, it took me at least a week. What you need are a bearing puller, a dial caliper, a magnetic dial indicator, and YouTube how-to videos. Or, if you have the money, go to a store and spend it to get rid of your headaches before giving the money to someone else who is being paid to suffer from them.
2.9/5
Axle Shaft - 30-1/16 in Long - 28 Spline Carrier - 5 x 4.75 in Bolt Pattern - C-Clip - Steel - Natural - GM 10-Bolt - GM A-Body 1968-72 - Pair
$234
I love these Axles! They were made in the USA, ordered with free delivery, and they were delivered the very following day. For my 1981 Trans Am with factory-installed rear disc brakes, I bought these axles.You should purchase Moser brand studs if you intend to use pressed-in lug nut studs because the knurl diameter is unique to their products. Their prices for studs are comparable to those of other brands.The axles in question have an additional 5-hole bolt pattern that is tapped for 1/2-inch bolts, in addition to the photo's 1-bolt design of 5 press-in holes "-20 studs with screws.Even though they were built for a rear drum 10-bolt F-body axle from 1971 to 1981, this axle will fit 1979–1981 Firebird/Trans Am cars with rear disc brakes. I emailed the Moser team to get their confirmation that these will function with the application. A little more than 1/8" of the "Hat," or the section that protrudes from the bolt pattern flange, has a chambered edge, leaving just over 3/8" of space "the OEM disc brake hub to line itself on the mounting surface. The rotor requires less than 5/16", while the conventional axle hat protrudes 5/8". Although GM did not intend for it to be this deep, fit and function are adequate for this purpose.
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