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SierraHD17 last won the day on January 13 2018

SierraHD17 had the most liked content!

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About SierraHD17

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  1. Meh... I have plenty of actual personal experience with the units which I know from others that have left this forum is meaningless to talk about....but still. They peg easily and rely heavily on using inferior fluid to allow the friction required to operate. It's like the Gov Lock... love it or hate it.
  2. Depending how it is rubbing a spacer will likely just make it worse than it is already as you are increasing the swing radius...
  3. Most if not all of the current aftermarket carriers for the 9.5" and 9.76" are just 9.5" 14 bolt carriers. You just get a spacer plate and some bearings to use it. According to GM you can't use LT connecting rods and crankshafts in an LS block either which is totally bogus. It happens.
  4. Try 47 years actually.. it turns 50 in the 2023 model year so it's not new. You either like it or you don't. It's as simple as that. Considering I have replaced it in 5 vehicles with something else speaks to what side I'm on. I don't like how it operates and never will. Maybe you do? It's all about choice here. The 9.5 and 9.76 won't explode like the 10 bolt version does.
  5. The G80 RPO code for locking differential has meant the Eaton Gov lock since it's introduction in 1973 in a pickup truck... not the mid 80's. G80 also is the same code used for a limited slip in a passenger car application until today. If you had a limited slip after 1973 in a truck it's RPO code G86. I would have to go look in my RPO code guide to see what the Detroit Locker's RPO code was because it was an option in the 10.5" 14 bolt through the 90's. GM recycles RPO codes constantly and uses them in multiple applications. It's just a code... If you had a 1969 Chevy truck with positraction as per the sticker in the glove box ( it's a clutch pack limited slip back then) it's RPO was still G80. The 9.5" and 9.76" 12 bolt is a redesign of the 9.5" 14 bolt which debuted in 1979. Yes you could install a Gov lock from a 1979 model year truck in your 2019.
  6. I run Detroit lockers in every truck I own minus my 2013 because i haven't installed it yet. Even my 2017 has one. Does what I want it to do every time and is predictable as hell doing it. The Trutrac is pretty mickey mouse... and honestly lots of people get 200000 + miles from Auburns too... or oem G80s... or anything really. I use a Trutrac in one of my trucks front diffs as it better than being open... and they work well at that. Even the OEM's only use the Trutrac in front axles as that is where it does well on a truck... Not my cup of tea but its better than an open diff until it ultimately becomes one all on it's own. The old Gov lock has been around since 1973 in GM trucks and likely will still be used until they replace the axles with electric wheel motors. People mostly like it and it is what it is. If you dislike it you can replace it with whatever suits your fancy and enjoy it.
  7. That video is neat and all but that's not actually how a Trutrac people talk about operates. There is no spur gears on the ends of the worm wheels to lock the gears together in a Trutrac and they actually run parallel with the drive gear on the axle shaft. Instead if you spin one faster than the other the principal is the worm wheel will be forced into the wall of the case and bind as the two will separate under wheel speed difference. The worm wheels spin with about half the gear overlapping the one on the opposite axle. That's all fine and dandy but it's pretty mickey mouse in the long run as it heavily depends on friction to the case of the differential. In that sense its much like how an Auburn limited slip relies on the side gears having teeth on the back side that dig into the case. Here is the Eaton exploded view video.
  8. The heads are identical in port, chamber and valve size and can be interchanged with one another. Running one 706 and one 862 is perfectly fine.
  9. Figured this out years ago. Myself and one of my employees share a car and its expenses. We just buy used stuff and the current one is a 2011 Malibu with the big bad 2.4 4 banger. We get paid for our trucks and our travel time but why mile a pickup truck out when we can put all those commute miles on some clunker car. We are both a 100+ mile round trip a day and the fuel savings alone buy the cars and all their maintenance costs. Plus I don't incur 40000 miles a year on a truck... hell I still run my 05 because why not..
  10. Someday GM will get out of the 70s... someday lol. These trucks all have the brake lock limited slip programming in them. The GMT900s had it too.
  11. I pulled mine on my 15 and reused the u bolts. The damn things weren't hardly more than finger tight when I went to take it apart so I wasn't concerned... other than I had been driving around with loose u bolts from the factory. The truck rode exactly the same and nothing changed beyond 1" lower rear ride height.
  12. He can't even get an actual locker or limited slip of any kind for the 8.25" front as far as I know. There is nothing available as they are so weak they can't handle it. The 9.25" has a couple options but that's it.
  13. Your passenger wheel hub is freewheeling with zero resistance other than the bearing. The drivers side is turning the gears and the driveshaft putting drag on it. Yes it will pull to the drivers side. When it's open all you spin is the spider gears and that disconnected passenger side axle....and not the entire gear set, front driveshaft along with the transfer case input shaft. How noticeable will it be on your truck? Do it and let us know lol.
  14. It won't. Passenger axle has a collar that connects the inner and outer portion. In 2wd it disconnects so the passenger side freewheels. It will however pull to the drivers side. In 4wd it will hop and skid.
  15. It's going to pull to the drivers side. With it locked and the passenger axle disconnected as it does you still will have load spinning the front driveshaft constantly on the drivers side that normally would just go the path of least resistance to the disconnected passenger axle. Since the carrier is locked to the drivers axle side it and the driveshaft will always spin where it normally wouldn't. Guys have been trying this since 1988 and it's not pleasant.
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