The Gearless Locker comes in a kit that is the most complete weve seen, making installation a snap. The kit includes a new cross-shaft, a bottle of friction modifier, an installation manual, an owners manual, and an installation video. |
Since this unit only works with ABS-equipped Dana 35Cs it is important to make sure your vehicle has the correct axle before disassembling the axle. The tone ring behind the axle flange indicates that this 35C has ABS. |
The 35C doesnt have a drain plug so the cover needs to be removed to drain the oil. The gear oil should be inspected at every engine oil change and replaced every 15,000 miles. If deep-water crossings are encountered then it should be inspected for contaminants more frequently. |
To remove the axleshafts, the C-clips need to be pulled out. To do this, take out the cross-shaft and push the axles inward. Use a magnet or screwdriver to help pull the clips from their seats. Then remove the axleshafts and factory differential gears. The Gearless will not work in a limited slip carrier. |
To make the installation easier, Dziezyk pulled the carrier out. He also made sure that the housing was thoroughly cleaned. Here he used a rag and rod to swab out the tubes with solvent. |
Even though the unit is assembled from the factory, Dziezyk checked to make sure the clutch discs and spacers were in the proper location, according to the exploded diagram in the instruction manual. The clutch plates are said to make the engagement of the unit less violent. |
Once all the components are assembled in the proper order, the cardboard restraint tools can be put in place. These keep the pieces from falling apart until the springs are installed. A wire hook is also included in the kit to aid in positioning the upper half of the locker in the case. |
Its best to have a friend help when installing the springs. The springs can be compressed with an adjustable wrench and pushed into place with a dowel and a hammer. Its easy to damage the springs during this procedure so Detroit includes two sets in the kit. |
The carrier can then be installed in the housing. Use locking compound on the threads of the carrier-cap bolts and torque them to spec. As seen here, the shafts can then be placed in the housing and the C-clips are inserted into position through the windows with a screwdriver. Slide the new cross shaft into position and put locking compound on the threads of the retaining bolt before cinching it down. |
Use a new gasket or silicone to seal the cover to the housing. Since the unit has clutch plates similar to a limited slip, a friction modifier needs to be in the gear oil. This bottle is included in the locker kit and poured in before filling the diff with oil. |
We tested the Gearless Locker on several types of terrain. It kept the axles locked together. Loose gravel and staggered holes were once a challenge with an open rear diff. The Detroit Gearless Locker allowed us to pass with little effort. |
In Locker Lowdown (Aug. 99) we promised a test of the new Detroit Gearless Locker as soon as we got our hands on one. Shortly after that, 4 Wheel Parts Wholesalers supplied us with a model for a Dana 35C with ABS. At the time it was the only version available, but other units should be available by the time you read this. We took the Gearless and a 96 Jeep Cherokee to M.I.T. for the install. Rick Dziezyk at M.I.T. led us through the procedure and showed us a couple of tips when putting the unit in a Dana 35C. With the new locker in place, we started logging miles and jotting down notes. The new locker doesnt make as much noise as its E-Z Locker brother, but it still lets you know its back there, especially in parking lots. Tires chirp in tight corners, but there is little or no locker-related jerking and banging. In the dirt the Gearless Locker performs much like any other locker. It worked flawlessly and provided good traction over the rough stuff.