differential oil 2002 5.3 Silverado
- Thread starter Gito
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What does the manual say? that truck came with synthetic so any 75w90 should work.
do you tow or haul with it?
do you tow or haul with it?
GM has put synthetic gear oil in the truck diffs since 1998. You will need 75W90 GF5 rated. If you have a G80 diff, it is an Eaton locker. GM says NOT to use an additive in the truck G80 as it may delay the locking mechanism and could cause damage.
http://www.youtube.com/watch?v=-sw9DwurQAs
http://www.youtube.com/watch?v=-sw9DwurQAs
Last edited:
Kestas
Staff member
I changed my neighbor's 02 Silverado with synthetic 75W-90. That's what the guys on the Silverado forum use, unless you tow.
Look in the glove box on the label for the code G80. If you have that you have a locking diff, if not its just an open diff. It doesn't matter the fluid requirement is the same.
GM has never pit a limited slip in trucks with the exception of the quadrasteer which could be had with a G86 limited slip.
The confusion is GM puts limited slips in the cars and also calls them G80s.
GU2 2:73 ratio
GU4 3: 08 ratio
GU5 3:23 ratio
GU6 3:42 ratio
GT4 3:73 ratio
GT5 4:10 ratio
GQ1 Open Differential Rear Axle
G80 Heavy Duty Locking Differential
GM has never pit a limited slip in trucks with the exception of the quadrasteer which could be had with a G86 limited slip.
The confusion is GM puts limited slips in the cars and also calls them G80s.
GU2 2:73 ratio
GU4 3: 08 ratio
GU5 3:23 ratio
GU6 3:42 ratio
GT4 3:73 ratio
GT5 4:10 ratio
GQ1 Open Differential Rear Axle
G80 Heavy Duty Locking Differential
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There's NO clutch packs in a G80 a G80 is a mechanical locker so with or without a G80 a additive IS NOT needed.
pick a synthetic 75w90 and have at it.
pick a synthetic 75w90 and have at it.
Its a little over two, around 2.25 so you will need three quarts.
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Quote:
GM has never pit a limited slip in trucks
I really think you need to qualify that...
GM has never pit a limited slip in trucks
I really think you need to qualify that...
Get 3 qts...
Originally Posted By: Gary Allan
Quote:
GM has never pit a limited slip in trucks
I really think you need to qualify that...
http://www.youtube.com/watch?v=-sw9DwurQAs
GM has never had a limited slip differential in a truck from the factory with the exception of the quadrasteer, which could be had with a G86 limited slip diff.
The G80 installed in all GM full size trucks is an Eaton mechanical locker. It locks both wheels together when one wheel spins 100 rpm faster than the other. it unlocks over 20 mph.
The G80 installed in cars is a limited slip. Same Rpo code, different application.
GM bulletin...
LOCKING DIFFERENTIAL LUBRICANT (SERVICE INFORMATION) #91-4-109
SUBJECT: LOCKING DIFFERENTIAL (G80) LUBRICANT - (SERVICE INFORMATION)
VEHICLES AFFECTED: ALL LIGHT TRUCKS EQUIPPED WITH G80 REAR AXLE ALL YEARS
Some light duty trucks equipped with locking rear axles (G80) may exhibit rear axle chatter, especially when turning a corner from a stop.
This condition of alternate engagement and disengagement of clutches in differential assembly is usually caused by contaminated axle lubricant.
To correct this condition, drain and refill the rear axle with SAE 75W-90 GL5 (P/N 12378261). The use of any additive in locking rear axles (G80) is not recommended. Rear axle additives are designed for use in limited slip differentials which are normally installed in cars. All light duty trucks equipped with RPO G80 make use of a locking differential and the use of additives will delay the engagement of the locking mechanism and may decrease axle life.VEHICLES/COMPONENTS INVOLVED: ----------------------------- Some light duty trucks equipped with locking rear axles, RPO G80.
SERVICE PARTS INFORMATION:
Part Number Description ----------- ------------------ 12678261 Lubricant, Rear Axle (1 litre)
Parts are currently available through CANSPO.
WARRANTY INFORMATION:
As specified in Light Duty Truck Maintenance Schedules, locking rear axle fluid drain and refill is required owner maintenance at the first engine oil change. Failure to drain and refill the rear axle as specified may contribute to a later axle chatter condition. Refer to the appropriate Light Duty Truck Maintenance Schedule or service manual, section OB, for further details on change intervals.
General Motors bulletins are intended for use by professional technicians, not a "do-it-yourselfer". They are written to inform those technicians of conditions that may occur on some vehicles, or to provide information that could assist in the proper service of a vehicle. Properly trained technicians have the equipment, tools, safety instructions and know-how to do a job properly and safely. If a condition is described, do not assume that the bulletin applies to your vehicle, or that your vehicle will have that condition. See a General Motors dealer servicing your brand of General Motors vehicle for information on whether your vehicle may benefit from the information.
© Copyright General Motors Corporation. All Rights Reserved.
How the G80 works...
When the wheel-to-wheel speed difference is 100 RPM or more, the flyweights of the governor will fling out and one of them will contact an edge of the latching bracket. This happens because the left cam side gear and cam plate are rotating at a speed different, either slower or faster, than that of the ring gear and differential case assembly. The cam plate has teeth on its outer diameter surface in mesh with teeth on the shaft of the governor.
As the side gear rotates at a speed different than that of the differential case, the shaft of the governor rotates with enough speed to force the flyweights outward against spring tension. One of the flyweights catches its edge on the closest edge of the latching bracket, which is stationary in the differential case. This latching process triggers a chain of events.
When the governor latches, it stops rotating. A small friction clutch inside the governor allows rotation, with resistance, of the governor shaft while one flyweight is held to the differential case through the latching bracket. The purpose of the governor's latching action is to slow the rotation of the cam plate as compared to the cam side gear. This will cause the cam plate to move out of its detent position.
The cam plate normally is held in its detent position by a small wave spring and detent humps resting in matching notches of the cam side gear. At this point, the ramps of the cam plate ride up on the ramps of the cam side gear, and the cam plate compresses the left clutch pack with a self-energizing action.
As the left clutch pack is compressed, it pushes the cam plate and cam side gear slightly toward the right side of the differential case. This movement of the cam side gear pushes the thrust block which compresses the right-hand side gear clutch pack.
At this point, the force of the self-energizing clutches and the side gear separating force combine to hold the side gears to the differential case in the locking stage.
The entire locking process occurs in less than 1 second. The process works with either the left or right wheel spinning, due to the design of the governor and cam mechanism. A torque reversal of any kind will unlatch the governor, causing the cam plate to ride back down to its detent position. Cornering or deceleration during a transmission shift will cause a torque reversal of this type. The differential unit returns to its open diff function.
The self-energizing process would not occur if it were not for the action of one of the left clutch discs. This energizing disc provides the holding force of the ramping action to occur. It is the only disc which is splined to the cam plate itself. The other splined discs fit on the cam side gear.
If the rotating speed of the ring gear and differential case assembly is high enough, the latching bracket will pivot due to centrifugal force. This will move the flyweights so that no locking is permitted. During vehicle driving, this happens at approximately 32 km/h (20 mph) and continues at faster speeds.
When comparing the effectiveness of the locking differential, in terms of percent-of-grade capability to open and limited-slip units, the locking differential has nearly 3 times the potential of the limited-slip unit under the same conditions.
__________________
Quote:
GM has never pit a limited slip in trucks
I really think you need to qualify that...
http://www.youtube.com/watch?v=-sw9DwurQAs
GM has never had a limited slip differential in a truck from the factory with the exception of the quadrasteer, which could be had with a G86 limited slip diff.
The G80 installed in all GM full size trucks is an Eaton mechanical locker. It locks both wheels together when one wheel spins 100 rpm faster than the other. it unlocks over 20 mph.
The G80 installed in cars is a limited slip. Same Rpo code, different application.
GM bulletin...
LOCKING DIFFERENTIAL LUBRICANT (SERVICE INFORMATION) #91-4-109
SUBJECT: LOCKING DIFFERENTIAL (G80) LUBRICANT - (SERVICE INFORMATION)
VEHICLES AFFECTED: ALL LIGHT TRUCKS EQUIPPED WITH G80 REAR AXLE ALL YEARS
Some light duty trucks equipped with locking rear axles (G80) may exhibit rear axle chatter, especially when turning a corner from a stop.
This condition of alternate engagement and disengagement of clutches in differential assembly is usually caused by contaminated axle lubricant.
To correct this condition, drain and refill the rear axle with SAE 75W-90 GL5 (P/N 12378261). The use of any additive in locking rear axles (G80) is not recommended. Rear axle additives are designed for use in limited slip differentials which are normally installed in cars. All light duty trucks equipped with RPO G80 make use of a locking differential and the use of additives will delay the engagement of the locking mechanism and may decrease axle life.VEHICLES/COMPONENTS INVOLVED: ----------------------------- Some light duty trucks equipped with locking rear axles, RPO G80.
SERVICE PARTS INFORMATION:
Part Number Description ----------- ------------------ 12678261 Lubricant, Rear Axle (1 litre)
Parts are currently available through CANSPO.
WARRANTY INFORMATION:
As specified in Light Duty Truck Maintenance Schedules, locking rear axle fluid drain and refill is required owner maintenance at the first engine oil change. Failure to drain and refill the rear axle as specified may contribute to a later axle chatter condition. Refer to the appropriate Light Duty Truck Maintenance Schedule or service manual, section OB, for further details on change intervals.
General Motors bulletins are intended for use by professional technicians, not a "do-it-yourselfer". They are written to inform those technicians of conditions that may occur on some vehicles, or to provide information that could assist in the proper service of a vehicle. Properly trained technicians have the equipment, tools, safety instructions and know-how to do a job properly and safely. If a condition is described, do not assume that the bulletin applies to your vehicle, or that your vehicle will have that condition. See a General Motors dealer servicing your brand of General Motors vehicle for information on whether your vehicle may benefit from the information.
© Copyright General Motors Corporation. All Rights Reserved.
How the G80 works...
When the wheel-to-wheel speed difference is 100 RPM or more, the flyweights of the governor will fling out and one of them will contact an edge of the latching bracket. This happens because the left cam side gear and cam plate are rotating at a speed different, either slower or faster, than that of the ring gear and differential case assembly. The cam plate has teeth on its outer diameter surface in mesh with teeth on the shaft of the governor.
As the side gear rotates at a speed different than that of the differential case, the shaft of the governor rotates with enough speed to force the flyweights outward against spring tension. One of the flyweights catches its edge on the closest edge of the latching bracket, which is stationary in the differential case. This latching process triggers a chain of events.
When the governor latches, it stops rotating. A small friction clutch inside the governor allows rotation, with resistance, of the governor shaft while one flyweight is held to the differential case through the latching bracket. The purpose of the governor's latching action is to slow the rotation of the cam plate as compared to the cam side gear. This will cause the cam plate to move out of its detent position.
The cam plate normally is held in its detent position by a small wave spring and detent humps resting in matching notches of the cam side gear. At this point, the ramps of the cam plate ride up on the ramps of the cam side gear, and the cam plate compresses the left clutch pack with a self-energizing action.
As the left clutch pack is compressed, it pushes the cam plate and cam side gear slightly toward the right side of the differential case. This movement of the cam side gear pushes the thrust block which compresses the right-hand side gear clutch pack.
At this point, the force of the self-energizing clutches and the side gear separating force combine to hold the side gears to the differential case in the locking stage.
The entire locking process occurs in less than 1 second. The process works with either the left or right wheel spinning, due to the design of the governor and cam mechanism. A torque reversal of any kind will unlatch the governor, causing the cam plate to ride back down to its detent position. Cornering or deceleration during a transmission shift will cause a torque reversal of this type. The differential unit returns to its open diff function.
The self-energizing process would not occur if it were not for the action of one of the left clutch discs. This energizing disc provides the holding force of the ramping action to occur. It is the only disc which is splined to the cam plate itself. The other splined discs fit on the cam side gear.
If the rotating speed of the ring gear and differential case assembly is high enough, the latching bracket will pivot due to centrifugal force. This will move the flyweights so that no locking is permitted. During vehicle driving, this happens at approximately 32 km/h (20 mph) and continues at faster speeds.
When comparing the effectiveness of the locking differential, in terms of percent-of-grade capability to open and limited-slip units, the locking differential has nearly 3 times the potential of the limited-slip unit under the same conditions.
__________________
Last edited:
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So ...from 190?-2010 ..there's never been a limited slip diff in any GM truck? I paid for a couple that never existed.
That's why I said you need to qualify that statement. Since MO ????
That's why I said you need to qualify that statement. Since MO ????
Originally Posted By: Gary Allan
So ...from 190?-2010 ..there's never been a limited slip diff in any GM truck? I paid for a couple that never existed.
That's why I said you need to qualify that statement. Since MO ????
What ever you want to think. Unless you had a quadrasteer or an Elcamino you had a locker. You may have been told you had a limited slip but in reality it was an Eaton locker. The G80 that has always came in full size trucks has been a locker.
The confusion comes from GM using the same RPO code G80 for limited slips in cars and locking diffs in trucks. I stick to my orginal post. I did work for GM. I am retired now.
Have a good one.
So ...from 190?-2010 ..there's never been a limited slip diff in any GM truck? I paid for a couple that never existed.
That's why I said you need to qualify that statement. Since MO ????
What ever you want to think. Unless you had a quadrasteer or an Elcamino you had a locker. You may have been told you had a limited slip but in reality it was an Eaton locker. The G80 that has always came in full size trucks has been a locker.
The confusion comes from GM using the same RPO code G80 for limited slips in cars and locking diffs in trucks. I stick to my orginal post. I did work for GM. I am retired now.
Have a good one.
Last edited:
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Quote:
What ever you want to think. Unless you had a quadrasteer or an Elcamino you had a locker.
Our debate is one of nomenclature. LSD/positraction/anti-spin were all various brand oriented trade/sales names. At one time that merely meant you had one of two types of devices; clutch or cone. One relied on spring pressure and sliding plates ..or one used the reactive forces of the spinning (no-traction) element to engage the still (traction) element. The non-clutch/spring/plate types are now more broad and diverse.
You made it sound like no traction assisted axle options existed outside a a quadrasteer.
and I stand by my statements. Have a good one.
What ever you want to think. Unless you had a quadrasteer or an Elcamino you had a locker.
Our debate is one of nomenclature. LSD/positraction/anti-spin were all various brand oriented trade/sales names. At one time that merely meant you had one of two types of devices; clutch or cone. One relied on spring pressure and sliding plates ..or one used the reactive forces of the spinning (no-traction) element to engage the still (traction) element. The non-clutch/spring/plate types are now more broad and diverse.
You made it sound like no traction assisted axle options existed outside a a quadrasteer.
and I stand by my statements. Have a good one.
Originally Posted By: Gito
Just don't retire from the forum. Confirmed a G80 diff and will replace the lubricant this weekend. So any synthetic differential (SAE 75w-90)oil is good? What does GL5 mean?
http://www.lubrizol.com/DrivelineAdditives/AutomotiveGearOil/GL5.html
Just don't retire from the forum. Confirmed a G80 diff and will replace the lubricant this weekend. So any synthetic differential (SAE 75w-90)oil is good? What does GL5 mean?
http://www.lubrizol.com/DrivelineAdditives/AutomotiveGearOil/GL5.html
This is only partly correct.
GM has had both limited slips and lockers in trucks from '57... assuming you want to call the Eaton "Gov-Lock" a "true" locker (they do call it the Eaton Locking Differential). I would argue that it's not a "true" locker as it cannot fully "lock" 100 percent side to side because it uses plates that are clamped by a governor. Even new, they will slip given enough torque differential side to side (IE one tire on a rock and one tire in the air- a true locker like a Detroit is 100 percent locked until it releases mechanically or it breaks). I know about the Eatons because I had one and have done it numerous times, not to mention seen them on the trail for decades. For the purposes here, however, we'll accept Eaton's definition and still call it a locker.
Here is a short list of some of the GM trucks that used a limited slip. There are more but these are the easy ones to look up. These are gleaned fro research at GM and from the '55-up Chevy and GMC Data books in my collection.
'57-64-The HO-33 truck dropouts used either a plate type Dana Powr-Lok. Eaton plate type or a Saginaw plate type limited slip. The larger HO-52 and HO-72 axles in 3/4 and one-tons used a No-Spin (Detroit Locker).
'64-77- The various integral housing axles used in trucks at different times used Eaton, Saginaw or Borg Warner "Posi" plate type limited slips from '64. The Gov-Lock appeared in '73 in the 12-bolt trucks (the 12-bolt truck and car are two different axles), but AFAICT, it wasn't universal in the beginning, though it later got that way until the 12-bolt truck was replace by the 10-bolt truck in all apps.
'77- up- Most truck applications used the Eating Locking DIfferential (Gov-Lock) but in the 8.5 10-bolts (five lug) first used in 4x2 trucks starting in '77, they had a plate type LSD either by Eaton or Saginaw. In '81, the small version of the Gov-Lock appeared for all 8.5 trucks.
'73-'76 (ish)- The Detroit Locker (No-Spin) was the traction aid option for trucks with the 10.50 14-bolt.
GM has had both limited slips and lockers in trucks from '57... assuming you want to call the Eaton "Gov-Lock" a "true" locker (they do call it the Eaton Locking Differential). I would argue that it's not a "true" locker as it cannot fully "lock" 100 percent side to side because it uses plates that are clamped by a governor. Even new, they will slip given enough torque differential side to side (IE one tire on a rock and one tire in the air- a true locker like a Detroit is 100 percent locked until it releases mechanically or it breaks). I know about the Eatons because I had one and have done it numerous times, not to mention seen them on the trail for decades. For the purposes here, however, we'll accept Eaton's definition and still call it a locker.
Here is a short list of some of the GM trucks that used a limited slip. There are more but these are the easy ones to look up. These are gleaned fro research at GM and from the '55-up Chevy and GMC Data books in my collection.
'57-64-The HO-33 truck dropouts used either a plate type Dana Powr-Lok. Eaton plate type or a Saginaw plate type limited slip. The larger HO-52 and HO-72 axles in 3/4 and one-tons used a No-Spin (Detroit Locker).
'64-77- The various integral housing axles used in trucks at different times used Eaton, Saginaw or Borg Warner "Posi" plate type limited slips from '64. The Gov-Lock appeared in '73 in the 12-bolt trucks (the 12-bolt truck and car are two different axles), but AFAICT, it wasn't universal in the beginning, though it later got that way until the 12-bolt truck was replace by the 10-bolt truck in all apps.
'77- up- Most truck applications used the Eating Locking DIfferential (Gov-Lock) but in the 8.5 10-bolts (five lug) first used in 4x2 trucks starting in '77, they had a plate type LSD either by Eaton or Saginaw. In '81, the small version of the Gov-Lock appeared for all 8.5 trucks.
'73-'76 (ish)- The Detroit Locker (No-Spin) was the traction aid option for trucks with the 10.50 14-bolt.
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