I am looking to replacement my junk g80 I broke almost 3 years ago i am towing almost daily and need the extra traction to pull my trailer out of its parking spot dont really want a locker.What are you guys running after market this is not the first Dmax I broke the posi on.
LBZ: positrack
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Is there a specific year(s) or series to look for? Dodge has had several changes in the time of the Duramax.
Cant you buy the internals for a dodge rear end and put them into the gm pumpkin? Both axels are aam 11.5 arent they?
Cant you buy the internals for a dodge rear end and put them into the gm pumpkin? Both axels are aam 11.5 arent they?
I am looking at detrolt true trac but if there is a better option that other guys on the forum are running as of now cant find anything. I am kind of tired of stock parts in my opinion its fine but when worked hard and put away wet does not hold up well I do maintenance weekly she is my bread and butter just like most guys on the forum I am tired of locking her in to 4hi each day for only ten feet
Someone once suggested that i get the "clutches tightened up" in the rear end???
What was he referring to???
What was he referring to???
G80 uses clutch packs to apply load in a light side or one wheel situation.
No experience with them, but heard lots of good about the torsen unit from a dodge AAM 11.5 axle.....might be worth a shot.
No experience with them, but heard lots of good about the torsen unit from a dodge AAM 11.5 axle.....might be worth a shot.
IIRC, the g80 is fully mechanical and has no clutches. The fords generally use a clutch type limited slip which are useless for a truck IMO.
The helical limited slip in the dodges are a good middle ground between a clutch type and a full locker. I believe the detroit true trac is a similar design.
The helical limited slip in the dodges are a good middle ground between a clutch type and a full locker. I believe the detroit true trac is a similar design.
Short youtube vid explaining the G80... you can see the clutch packs around 1:40.
From what I've read, those are the first parts to go, especially if you do lots of burnouts.
[YOUTUBE]tTGZOJQQBeE&feature=related[/YOUTUBE]
From what I've read, those are the first parts to go, especially if you do lots of burnouts.
[YOUTUBE]tTGZOJQQBeE&feature=related[/YOUTUBE]
I have run welded, true track, limited slip, and currently have 2 G80's (2002 Envoy, and 2006 Duramax) 2 stock rubi air lockers (20002 Jeep, ribi D44's swapped in) and 2 arb's (getting installed into jeep.)
The welded is the best bang for the buck there is, but I hated having 100% locked at all times. PITA as far as handling is concerned. The only people I know that will run a welded diff or a spool are guys who will not buy new tires. There are exceptions, but something that all owes turning is always better IMO.
The limited slip works good in wet conditions, but if you have one tire on pavement and one in something wet, it may a bit of skinny pedal to get you out depending on how tight it is set. Also, if you have one tire roughly 1/2 inch smaller than the other (say, you have a flat tire, and have 255' tires, and the stock 245 spare) you can burn out the clutch packs in a few miles. Some are adjustable based on the clutches you install. Sometimes you can add more clutches to increase the force involved. I believe the Gov locks and a few others can be converted to spools if you get some of the clutches mixed up ( I think it is the Gov lock, might be a different brand.)
The true track, at the time I felt good about them. Nothing to wear out, still a limited slip, but in practice, it is in essence a tight open diff. If your in a situation where one tire is going to spin (best case, one tire off the ground) that is all your getting, no extra skinny peddle will help. I have had my jeep in double off camber (opposing tires, like driver front tire and passenger rear tire completely off the ground) and could not move forward or backwards unless I had an incline helping me. On wet pavement, it would spin both rear tires, and the few times my jeep felt like it had power I could spin both rear tires on pavement. If the traction is roughly equal to both tires, it works as advertised, but as stated, it is really only a tighter open diff.
The air lockers are my preference. You will never know you have them till you need them, then a flip of a switch and tada, all the traction you could ever get.
The G80's, I have not been impressed with them. I don't want my tires spinning when the locker engages. That shock load is harsh, I may have not broken my G80's yet, but I'm not looking to add to my broken parts pile (trying to keep that hill Jeep only.) Had it engage pulling someone out of a ditch in my Envoy, 4low, just trying to pull, had to bump the gas to get to 5mph then BAM. Yeah, it works, but look at that vid that was just posted, all that force is that locker handles and those wittle pins holding it.
Detroit's, I have never owned one, and never will, but ridden with a few people that run them. They will scare the crap out of you, if you don't know what that strange sound is when they unload. First time I heard it, I was moving my buddies truck (Detroit in a 14 bolt turning 46" claws) He was laughing at me when I slammed on the brakes, and he told me it was normal.
I would recommend a real LSD, not the true trac. I also can not recommend the G80. The LSD and G80 would be about equal in terms of usable life, with the exception that 90% of limited slips are rebuildable. I recommend looking up how to rebuild a Limited slip, the price for new clutches for mine was 40 bucks, and was about a 2 hour job (15 minutes to replace the clutches, almost 2 hours to remove and replace the carrier assembly, including bear breaks, this was in a front Ford D60.)
I also have to recommend looking into a selectable locker. And air locker might be more that your willing to install due to the price of the locker (around a grand for my D60 and D70b) and an air system. However, I have seen people use a 5 gallon air tank simply bolted to the frame rails, and would charge that at home. I have seen 3 people use this trick on offroad buggies and will run for days on a single charge of air. The next option I have seen is a CO2 tank, buddy of mine had was was a 30 oz paint ball tank and charged to 3k psi, running through a regulator, and he ran on that charge for 3 years with out refilling the tank.
And another thing for selectable lockers, I can't remember the name, but there are electric lockers out now. I have never run one, so I can not speak for longevity or reliability, but it should also be worth looking into.
The welded is the best bang for the buck there is, but I hated having 100% locked at all times. PITA as far as handling is concerned. The only people I know that will run a welded diff or a spool are guys who will not buy new tires. There are exceptions, but something that all owes turning is always better IMO.
The limited slip works good in wet conditions, but if you have one tire on pavement and one in something wet, it may a bit of skinny pedal to get you out depending on how tight it is set. Also, if you have one tire roughly 1/2 inch smaller than the other (say, you have a flat tire, and have 255' tires, and the stock 245 spare) you can burn out the clutch packs in a few miles. Some are adjustable based on the clutches you install. Sometimes you can add more clutches to increase the force involved. I believe the Gov locks and a few others can be converted to spools if you get some of the clutches mixed up ( I think it is the Gov lock, might be a different brand.)
The true track, at the time I felt good about them. Nothing to wear out, still a limited slip, but in practice, it is in essence a tight open diff. If your in a situation where one tire is going to spin (best case, one tire off the ground) that is all your getting, no extra skinny peddle will help. I have had my jeep in double off camber (opposing tires, like driver front tire and passenger rear tire completely off the ground) and could not move forward or backwards unless I had an incline helping me. On wet pavement, it would spin both rear tires, and the few times my jeep felt like it had power I could spin both rear tires on pavement. If the traction is roughly equal to both tires, it works as advertised, but as stated, it is really only a tighter open diff.
The air lockers are my preference. You will never know you have them till you need them, then a flip of a switch and tada, all the traction you could ever get.
The G80's, I have not been impressed with them. I don't want my tires spinning when the locker engages. That shock load is harsh, I may have not broken my G80's yet, but I'm not looking to add to my broken parts pile (trying to keep that hill Jeep only.) Had it engage pulling someone out of a ditch in my Envoy, 4low, just trying to pull, had to bump the gas to get to 5mph then BAM. Yeah, it works, but look at that vid that was just posted, all that force is that locker handles and those wittle pins holding it.
Detroit's, I have never owned one, and never will, but ridden with a few people that run them. They will scare the crap out of you, if you don't know what that strange sound is when they unload. First time I heard it, I was moving my buddies truck (Detroit in a 14 bolt turning 46" claws) He was laughing at me when I slammed on the brakes, and he told me it was normal.
I would recommend a real LSD, not the true trac. I also can not recommend the G80. The LSD and G80 would be about equal in terms of usable life, with the exception that 90% of limited slips are rebuildable. I recommend looking up how to rebuild a Limited slip, the price for new clutches for mine was 40 bucks, and was about a 2 hour job (15 minutes to replace the clutches, almost 2 hours to remove and replace the carrier assembly, including bear breaks, this was in a front Ford D60.)
I also have to recommend looking into a selectable locker. And air locker might be more that your willing to install due to the price of the locker (around a grand for my D60 and D70b) and an air system. However, I have seen people use a 5 gallon air tank simply bolted to the frame rails, and would charge that at home. I have seen 3 people use this trick on offroad buggies and will run for days on a single charge of air. The next option I have seen is a CO2 tank, buddy of mine had was was a 30 oz paint ball tank and charged to 3k psi, running through a regulator, and he ran on that charge for 3 years with out refilling the tank.
And another thing for selectable lockers, I can't remember the name, but there are electric lockers out now. I have never run one, so I can not speak for longevity or reliability, but it should also be worth looking into.
well mite have to look at other options true trac on order at $915 4 weeks till it gets here good thing I bought from 4 wheel parts cause thay have a ARB air locker in stock for only a few more bucks could always go a diffrent route as long as I buy from them had to put half down
I would go with the ARB air locker :thumb: I have a Yukon Grizzly in mine and it works good, but its noisy and not great for a DD IMO..
You won't regret it. And all you need is a charged air tank. Simply get a 2 to 5 gallon air tank, and charge it to 120PSI and that is all you need. You can charge it from your personal air compressor at home, or even at filling stations. I bought my ARB's through Complete Offroad.
I had to make the same decision earlier this year. My G-80 still worked, just not the way I like. All of my older 4x4's had lockers front and rear, detroits and lockrites. Once you get used to them, nothing else is in the same league. I have set up ARB's and they are fine as long as they don't spring air leaks. Power lock limited slips can be set up pretty tight and work good in front axles. I read a lot of info on the true tracs and the torsen used in the Dodges built by AAM. The true trac is a tighter unit. Sometimes a truetrac requires applying a load with the brakes to make the unit lock up for instance if one tire is off the ground or one tire on ice and the other on pavement. It just requires a different type of driving. I went with a Yukon Grizzly locker in my 02 and I don't know it is there. You have to pay close attention to air pressure in tires and keep them the same, but otherwise it is much quieter than any of my detroits were. The best part is both tires spin all the time without worry. The biggest complaint I have with the G-80 is towing in deep snow and sometimes it works and sometimes it doesn't. When it doesn't work, you are usually stuck. As for e lockers, I would like one, but I am not sure how durable they are. I really wish the true trac would work on our front axle as it would be smooth and add added traction.