So I put a Powertrax No-Slip in my first gen Tacoma because of your video about 3-4 years ago. I read somewhere that Powertrax recommended changing gear oil every 15-20k miles which I always have but this last time I went almost 40k then just yesterday changed the oil and noticed those micro metal shavings on the drain plug magnet for the first time. Which is how I found this video trying to figure out why. Interesting though I replaced my axel seals upon install of this locker and haven't had a leak. So I'll continue changing the gear oil every 15k from now on and hope for the best.
@@enliten3991 Occasional, with tight turns at slow speeds (like turning into a parking space), I can hear/feel the two side engage/disengage. No other noticeable aspects of it.
@@DannerPlace I'm really considering putting one of these in my front dana 30 because my rear has a 44 with limited slip but i don't want it to affect driving because sometimes me and my dad will go on some what long road trips to get to spots we have never been before I'm gonna go for it since someday i plan on doing completely new axles probably 60s or if i find some built 44s for a great deal i just cant justify buying an arb air locker for an axle I'm not gonna keep
@@enliten3991 My experience suggests you'll be fine. My TJ (2001) had a limited slip Dana 35 in the back and that, with the No-Slip, was a very good performer on our Texas trails. I later upgraded the Dana 35 with an ARB air locker and Superior Gear and Axle high-alloy axles shafts. This combination really improved off-road performance with all four wheels driving forward. I have run 32" Goodyear MTR tires and it has stood the test of time, over two decades. Your Dana 44 is more than enough axle, IMHO. Of course, if you plan to do 'extreme' off-roading (Moab and such), then the Dana 60 may make sense. Good luck out there.
i put a lock right locker in the rear of my fj60. back in 2001 never had that problem. i will do an inspection of this diff. and no leaks. still going strong.
Interesting that metal particles is such a problem. Have you noticed any increase in backlash in the unit in the time that you have had it? Makes me wonder if the unit was properly heat treated/case hardened. As Doc 2 has suggested, perhaps using a magnetic oil drain plug and draining the oil/cleaning off the magnet at regular intervals will stop all the metal floating around from wearing other components. With that much metal free to float around, I would think that it would eventually affect bearings and gears which would in turn affect bearing preloads/backlash with the end result being shortened life of your differential components. Like having fine grinding compound floating around in your oil. I would contact the manufacturer and see what they have to say.
Micro shavings is not abnormal in any differential were there is metal to metal contact locker or no locker the meshing gears will wear against each other over time and the metal will deposit into the oil. It's not like the engine where your oil is being run through an oil filter that is catching those fine particles so you never see them. Just look in the bottom of any transmission pan even with the filter you will find those fine shavings in the bottom of the pan. I have a reman transmission with barely 10k on it and I had to change the pan gasket due to it leaking and there was micro metal in the bottom of the pan attached to the magnet so I would call that normal wear. Metal wears where there is metal to metal contact regardless if it's lubricated or not and the ratcheting of the locker is much more aggressive than spider gears so your definitely going to get more shavings from it. I wouldn't be concerned with that it's not much different than having to eventually have to rebuild an LSD clutch pack due to wear from friction. Just change your fluid more often and just keep on keeping on.
Certainly is wear but what is the cause? Did you pattern the gear wear when you installed it? Did you pattern the ring and pinion gears? Did you measure the lash in both? Any dif will wear if it is not set up correctly. The question is where is the wear occurring? How many miles are on the truck? Any time you pull the differential you should check these as they can get out of whack with just plain wear. Not saying it isn't the Powertrax just saying what you have shown does not necessarily mean it is.
I just noticed your reply to Doc2"s suggestion to using a magnetic drain plug. Don't see how that wouldn't work unless the metal floating around is not magnetic. Have a great day! Where are you located? Calif.?
I'm on year 6 with the Powertrax Lockright locker. I have not had the metal shaving problem like you have. Pretty much same Truck and tire size(2000 Tundra acess cab on 35's). I do get the clicking sound around corners. I notice the clicking gets louder, the longer I use the same gear oil. After Fluid change it quiet's down. You Might have another problem. Bearing lash maybe? Traction is awesome though
Did you use friction modifier when you installed and changed gear oil? A lot of gear oil advertises that it is in the oil but never tells you how much. Safer to add a 4 oz bottle yourself and more won't hurt the performance if they do have a full portion. The modifier is not needed with open axles but definitely with posi traction, lockers, etc.
Only if it has friction plates. Spring lockers like Detroit Eaton full locker dos not have friction plates and does not require a friction additive @@douglasthompson2740
It's not aluminum, use some magnets secured inside on both sides to attract the shavings. Your seals and metal to metal contact surfaces will thank you! Magnet on oil filters, Magnets in tranny. It will do wonders and save future headaches. Don't expect the magnet plugs to catch everything, you need to add more!
Id just bite the bullet and kick out for a arb air locker mine is awesome i hear people having trouble with them rarely. If they are installed correctly they are great and very effective!
Это похоже на маленький тепловой зазор, при этом зубцы шестерён интенсивно изнашиваются и стирают поверхностный слой цементации. Надо проверить тепловой зазор (около 0,15-0, 18 мм в метрической системе) Глубину установки ведущей шестерни - pinion
