Did wheel hop kill my 9"?

[ThreeHonks]

Ok here's the situation:

The rear is the only piece in the car, rear wheels on on the ground. I can turn the yoke on rear end about 1/8 of a turn back and forth. Does this seem like too much play? Is it even a problem?

Im guessing that the extreme wheel hop I had at Milan (which took off my wheels studs) might have been a possible cause.

So should I take the third member out and re-set the backlash/contact pattern?

[DETROITMUSCLE]

that sounds like a little too much play to me, what kind of center section is it? Posi unit?

[1BADAIR]

backlash will seem about double when turning the yoke. if your worried pull the center and check it by moving the ring

[ThreeHonks]

It has a Detroit Locker with 31 spline axles in it. I'd rather not pull the centersection out at all, if I dont have to. The stock 10 bolt seemed to have a little less movement, but I was told by a friend who looked at it that its ok.

I jsut dont want it to be eating up power, im sure too loose is better tahn too tight. Thanks guys for chiming in

[ITSSLOW]

That seems like a lot of play to me! I had the driveshaft dropped out of my Explorer a few days ago and I couldn't turn it nearly that.

[ThreeHonks]

Yeah i know. I really dont want to pull it apart, but it looks like I should

[1BADAIR]

i dont think anything is wrong. Alot of the time when turning the yoke you cant even feel the back lash. Or you feel the backlash, spline lash and everything together

[1999Black_Z28]

That is normal for a locker. I can turn mine at least that far if not farther. I was told that they need the extra play in order to function properly.

[ThreeHonks]

OK thanks. Im not gonna mess with it. I've never used a locker before, but know they are different. Gears dont whine or anything like that at all, and when I installed them I had great contact pattern

[1999Black_Z28]

Whenever I think there is something wrong with my locker I re-read this article to remind me that everything is "normal"...at least for a locker

Detroit Locker - Automatic Lockers
In the world of locking differentials, the Detroit Locker has gained legendary notoriety. The Detroit Locker was originally introduced as a No-Spin back in 1941 and later offered to the public as the aftermarket Detroit Locker in 1969. Since then it has been the benchmark of lockers with many of its principles being used in other lockers. Though it is not bulletproof, it is world renowned for its strength, durability and dependability thanks to its simplicity of design, and is the best known, most widely used automatic locking differentials on the market today with one of the largest number axle applications available including applications for C-Clip style axles.
Over the years the Detroit Locker has seen various improvements on its design. Notoriously harsh and noisy characteristics of the earlier designs made it more suited to offroad use while later design improvements such as those found in the Detroit Soft Locker (Softlocker) removed much of the harsh banging and clunking characteristics during engagement and disengagement, making them somewhat acceptable on paved roads to the experienced offroader.

The Detroit Locker is an automatic locking differential designed to lock both wheels of the axle together automatically with power input, when forward or reverse torque is applied, so that both wheels are providing 100% power to the ground. This action creates essentially a "spool" that solidly connects the axle shafts together. When torque is not being applied, the Detroit Locker is allowed to unlock, permitting a differentiation variance in wheel speed while negotiating turns. The later Soft-Locker design has a stronger case as well as a dampening mechanism to reduce banging and clunking characteristic to the earlier Detroit Locker.
As an automatic locking differential, the primary drawback is their characteristics when they engage such as accelerating out of a turn or going from torque to no to torque to torque again such as when a manual transmission vehicle is shifting gears. In these situations, the driver must be aware of the characteristics that will affect the handling of the vehicle. For example during a turn the inside axle will spin slower than the outside axle, which is the basic purpose of the differential. If torque is applied to an automatic locker during the turn it will engage due to the torque engaging the locker gears. When the locker engages, it will cause the vehicle to push towards straight ahead or possibly to the inside of the turn. The net effect is somewhat un-predicable handling characteristics when compared to open differentials. These effects are much more noticeable in shorter wheelbase vehicles and smaller lighter vehicles. The odd handling characteristics will also be more apparent if road traction is compromised such as in rain or when the road surface is ice or snow covered. Further noticeable characteristics of automatic lockers can be a banging or clunking noise during engagement of disengagement, delayed engagement, and added significant backlash, also known as slop, in the driveline. Disengagement can be abrupt and sometimes a ratcheting noise can be heard when cornering. Most people who use the Detroit Locker become accustom to these handling characteristics and adjust their driving style accordingly to accommodate it or just simply just get used to it.
Detroit Locker® Highlights

• Fully Automatic Locking Action
• Eliminates individual wheel spin-out for better traction
• Extreme durability and reliability
• No special lubricants required
• Proven in thousands of installations
• Easy to install, no special tools or case modifications
• Choice of professional racers and off-road enthusiasts Around the World

Eaton Detroit Locker - Detroit Lockers were originally manufactured by Tractech. TracTech was bought out by the Eaton Corporation, who continues to produce the line of Detroit Lockers including the Eaton Detroit Truetrac Differentials, the Eaton Detroit E-Z Lockers and the Eaton Detroit Lockers. Eaton is the world's largest independent producer of torque controlling differentials for vehicle manufacturers and the automotive aftermarket.

Detroit EZ Locker - The Detroit EZ Locker is designed as a or drop-in locker that fits into the existing stock differential carrier replacing the spider gear set offering a lower cost alternative to full-carrier lockers. The EZ Locker is built the same as a Lock-Right Locker with all of the same advertised features, benefits, characteristics, and shortcomings.
The Detroit EZ Locker comes with advantages and disadvantages. A few advantages of the drop-in type lockers are the fact that they are generally simple devices and are designed to fit into a stock open carrier or in some cases limited slip carrier, reusing stock parts. Since the ring gear is connected to the carrier and the carrier is reused, the ring and pinion gears generally do not need to be setup again. This makes it much easier for a backyard mechanic to install a drop-in "lunchbox" locker. It also allows the locker to be removed and the stock carrier parts be re-installed putting it back to an open carrier (or Limited Slip). Disadvantages of these types of lockers include the fact that their strength is limited to the carrier they are installed in, which can vary greatly. Their strength is moderate to less than moderate and for the most part support what seems to be up to a 33" tires and a mild amount of abuse before encountering problems and damage. Another disadvantage to a drop-in locker is that some have a more severe locking and unlocking feel over a full carrier locker. For this reason some drop-in locker manufacturers incorporate dampening mechanisms to reduce the backlash and harsh engagement / disengagement creating a smoother operating locker. For many people they are a good candidate for a first "economy" locker on vehicles that are mildly modified with slightly oversized tires. These units are not recommended for applications with high horsepower or large tires that can put increased stress on the locker and stock carrier.
Detroit EZ Lockers operate in much the same manner as full carrier automatic lockers. These locker are automatic locking differentials designed to lock both wheels of the axle automatically with power input, when forward or reverse torque is applied, so that both wheels are providing 100% power to the wheels and creating essentially a "spool" that solidly connects the axle shafts together. When torque is not being applied, the locker is allowed to unlock, permitting a differentiation variance in wheel speed while negotiating turns. As an automatic locking differential, the primary drawback is their characteristics when they engage such as accelerating out of a turn or going from torque to no to torque to torque again such as when a manual transmission vehicle is shifting gears. In these situations, the driver must be aware of the characteristics that will affect the handling of the vehicle. For example during a turn the inside axle will spin slower than the outside axle, which is the basic purpose of the differential. If torque is applied to an automatic locker during the turn it will engage due to the torque engaging the locker gears. When the locker engages, it will cause the vehicle to push towards straight ahead or possibly to the inside of the turn. The net effect is somewhat un-predicable handling characteristics when compared to open differentials. These effects are much more noticeable in shorter wheelbase vehicles and smaller lighter vehicles. The odd handling characteristics will also be more apparent if road traction is compromised such as in rain or when the road surface is ice or snow covered. Further noticeable characteristics of automatic lockers can be a banging or clunking noise during engagement of disengagement, delayed engagement, and added significant backlash, also known as slop, in the driveline. Disengagement can be abrupt and sometimes a ratcheting noise can be heard when cornering. Most people who use automatic lockers become accustom to these handling characteristics and adjust their driving style accordingly to accommodate it or just simply just get used to it.

[ThreeHonks]

thanks man! That is exactly what i feel when i drive it. whew, I was hoping everything was ok

[JoeliusZ28]

I would think you would have killed a few people launching that stock driveshaft out the side of the car before you could ever hurt that 9"

[ThreeHonks]

I would think you would have killed a few people launching that stock driveshaft out the side of the car before you could ever hurt that 9"

lulz

So wait, should I not have modded my car for power at all since I have a stock driveshaft? I have sticky tires on the car, but since I still have a weak link, maybe I should de-mod it. (referencing that other thread)

[JoeliusZ28]

if the driveshaft is the weak link the obvious solution to that is to install stock stud bolts again!