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Chevy Silverado and GMC Sierra Axles

cambamrjmcambamrjm Posts: 2
I am wondering what rear gear ratio to get. I don't do alot of towing. 4:10, 3.73, 3.42. whats the difference.
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Comments

  • KCRam@EdmundsKCRam@Edmunds Mt. Arlington NJPosts: 3,496
    The higher the number, the more power and torque you will get at the wheels - this will also result in higher rpm and lower fuel economy. The lower the number, the more economical the truck will be, as the rpm will stay down, especially when highway cruising.

    kcram - Pickups Host

    KCRam - Pickups/Wagons/Vans+Minivans Moderator

  • lvroblvrob Posts: 7
    As I understand it GM is the only company that offers a locking differential instead of a limited slip differential in 2 wheel drive models and that a locking differential is superior to a limited slip differential for traction. I'm interested in owners experience with locking differentials since off road traction is paramount to me. I understand that a locking differential can create noise & increased tire wear & am willing to live with that just as long as the locking differential is reliable and indeed provides improved traction. So I'm interested in owners experiences.

    Thought I'd add this info on differentials I found on the web, makes the GM G80 option look very desirable if you use your truck off road & not as a grocery getter:
    ""Unfortunately, limited slip differentials (LS), available as options for many 4x4 in the US are offered by sales people as "locking differentials". A confusing term because nothing on these differentials is LOCKING. They are by far inferior to a differential that is truly (manually or automatically) lockable.
    If you have to decide whether to get a "locking differential" (LS) if available as an option on your new truck I would recommend getting it, because it is still better than not having anything at all.
    To repeat: "locking differentials" are limited slip differentials that are not to be confused with differential lock!

    It seems to me, that manufacturers and dealers prefer to use the term "locking differential" over the correct term "limited slip differential" because it sounds more like the real thing - even though it is not. Is this already consumer fraud?

    Now here is a twist to the locking differential story: When Chevy advertises its trucks with an optional rear locking differential - it indeed is a differential that locks up (automatically). In the 80's it was sold as a Gov-Lok for a while named Command-Traxx and is available in some Chevy trucks as G80 option. It is not manually activated as in Dodge, Jeep and Mercedes - it locks up automatically. It is a hybrid of a clutch type limited slip unit combined with a flyweight governor that is able to lock up 100%.""

    First posted this in the Colorado/Canyon forum, didn't get much response so thought I'd post it here.
  • 1offroader1offroader Posts: 208
    That's true, GM has a true locking diff. The heavy duty locking diff comes standard on the 6.0L Silverado along with the Super Duty transmission. The "pumpkin", axle housing, and shock mounts are noticeably larger on it than on the standard rear diff. It also has rear ABS discs, as opposed to the standard drums - a big safety "plus".

    I've had my Silverado off road several times now and the locker works as advertised. Rear wheel spin is minimal before it engages.

    Also, on the pavement, I've had it engage on very sharp turns. You can feel it, if you know what is going on with the truck. I've also heard and felt it unlock with a very slight "clank" a few times when straightening out the vehicle after a sharp turn. This is common and expected with lockers. In fact, for a locker, it seems very quiet. Ever heard of a "Detroit Locker"? Those things sounded like an old iron gate opening and closing - but they work!

    Don't know yet about tire wear, as I only have about 8,500 mi. on the truck. I rotate my tires also. I have not noticed any unusual wear.

    IMO the locker is significantly superior to limited slip, as featured on Tundra, F-150, and Dodge. However, limited slip is smoother and quieter when engaging and disengaging. LS also slips from day one - and those little clutches do wear out over time. The locker is more robust.

    All depends on what you want. I'll put up with a small (and I mean small) amount of noise for the few occasions when it engages/disengages, for the superior "bite" I get offroad, in snow, mud, etc.

    1offroader
  • lvroblvrob Posts: 7
    Thank you,
    Good info your confirming my info. Check this Motorweek coverage, good stuff:
    http://www.mpt.org/motorweek/autoworld2613.shtml

    I use my pickup for a beach vehicle & on back roads so off road traction is important, I'm not planning serious 4 wheeling so I'm thinking a 2 WD GM work truck with a G80 locking rear differential ~ $300 will do the job. I'll take robust & better traction & gladly put up with some noise.
    I'm surprised GM marketing isn't emphasizing this more, not everyone who buys a truck these days is a soccer mom, I really ding Edmund's & it's reviews for that especially, I don't think they even mentioned it. Kudos to GM engineering & Motorweek's coverage of this G80 Option.
  • 1offroader1offroader Posts: 208
    Regarding GM marketing...I haven't seen a decent TV ad yet for the new Silverado. The fact that it outsells the Tundra 6:1 (or whatever) is a bloody miracle, given the poor quality of GM advertising. That Toyota has gone to extraordinary lengths to create elaborate (and bizarre) ads for the Tundra should tell the competition it means business, even if the ads make little sense (to me at least).

    Why can't GM come up with a decent ad??? Hey Chevy, for a fee I'll help you put together an ad that will sell a bundle of Silverados to other guys like me who use trucks.

    Feel free to contact me. I'm not cheap, but I'm good!

    1offroader
  • obyoneobyone Posts: 8,065
    They spent all their ad dollars on those Transformers... ;)
  • cbondcbond Posts: 4
    what is the approximate cost to rebuild a 1-ton, dual rear end
  • obyoneobyone Posts: 8,065
    That would depend on who's doing the rebuilding. You or a shop.
  • obyoneobyone Posts: 8,065
    as far as what parts need to be replaced on the rebuild. I assumed a total rebuild parts and labor in the $1200 range. Course you may find it cheaper to go to a junk yard for the parts as some shops will do that upon request.
  • cbondcbond Posts: 4
    thank you, I was just feeling like I was being overcharged with an estimate.
  • I have a 2004, 6 Litre, 2500HD Silverado, great truck, at idle there is a faint knock, not a tick, coming from the engine, a dealer said it was air being injected into the engine, I guess I question that, could it be that or a knock sensor or something else, Help please, Thanks
  • It's most likely piston slap. It is common in chevy engines with the 5.3L or 6.0L from 1999 to around 2005. Heavier weight oil will quell the noise slightly, but other than that, you're stuck with it. It won't mess up the engine though, its just annoying especially on cold morning start-ups...
  • I'm considering a 6" lift on my 2500. To fill the wheel wells, I'd like to go to 35's on 20" rims. Will the extra weight (100+ lbs.) versus stock (62 lbs.) cause far too much stress on the front axle stubs? I can't find outer axles (4340 steel) for the 9.25 IFS anywhere. I certainly don't want to snap an axle.

    Any input?
  • The weight of the wheel/tire combo isn't the major issue, it is the larger diam., or actually the larger radius, that increases the torque stress on the front short shafts. When you increase tire/wheel size you are turning the axles against a larger radius, which increases the torque on the axles. I think you'll probably be OK since it is a 2500 with the heavier front end components, but still, you will need to be a little more careful about applying power. I would be especially careful if you have a diesel, which is a very torquy engine.

    You could get special axle shafts custom made at considerable expense, but then the ring & pinion would be the weak links, or maybe something else.

    That is the problem with major mods - you do a change, then you need to beef up something else, which leads to beefing up something else. It can be a never-ending process.

    1offroader
  • Thanks for the input, 1 offroader. My 2500 is a 6.0 liter.
  • agdawgagdawg Posts: 2
    I just replaced the wheel hub assembly on my 2005 Crew Cab. The torque specs said to torque to 177 ft/pds. My torque wrench went to 150 ft pds. My question is it ok to kind of guess where the needle would be at 177 and to keep turning the torque wrench till you feel its at 177. The truck drove great to work this morning but I feel I need to go buy a new torque wrench that goes up to 177 and readjust the nut.
  • obyoneobyone Posts: 8,065
    That would be a good investment for future use as well unless you have a "real good feel" of what 177 ft lbs is. You don't have to buy a $500 1/2" Snap On torque wrench as a cheap one from Checkers or Sears would do.
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