I just purchased a 1993 chevy silverado 4x4 2500 with a 454, auto trans, full floating rear diff with locker, and heavy duty or camper package.  has dual batteries, engine and trans coolers and I think the sticker in glove box says rater to carry 2500lbs??  off my father in-law.  Trucks in great shape and runs on propane with 2 x 90 Litre tanks.  

Wondering what type of stock locker or posi unit it would have come with in the full floating rear - asuming has locker - spins both tires in gravel.


The only problem seems to have is coming out of 4-Low.  I stop the truck put trans in neutral, than slide the 4x4 shifter into neutral, but when I try to get back into 2H it just bounces off the gears, and does the same if I try to go back into 4-low.  So I've just been killing the engine and then shifting into 2H and when I start up fine and back in 2H - no grinding.  Is there a trick to avoiding the grinding, or what's causing this???



also am I reading the sticker correctly, would this truck be rated for 2500lbs.


thanks
mat
matpasch@hotmail.com  

First the G80 LSD is mistakenly called a locker. It is a governor controlled clutch based LSD that well is can "bind" both axles kinda tight, it is not a locker in the true sense of the word.

On shifting Tcase, even when you are in neutral, there is some power flowing thru tranny and when you place Tcase in neutral the input gear are driven to spin from this pass thru power which causes the gear clash you are hearing. (this is normal) Try placing tranny in neutral and stopping. Place in park and continue to hold brake. Now try shifting. (stopping this way unloads drive line) You can also try a rolling shift between 3 to 5 mph for high to low with tranny in neutral.  

the amount of weight its rated for is the GVW rating which is 8600gvw cause of the k2500, (3/4t)and 454 i'm assuming...

the weight of the truck minus the GVW rating is what it's rated to haul in cargo weight.
the curb weight (empty/no fuel) on em is from about 4200#-5000# so if ya have the 2500hd club model ya can haul 3600# in cargo/passengers according to the manufactures rating, we all know it'll handle much much more, however the ability to stop is greatly decreased.  

mudb8-.:
the amount of weight its rated for is the GVW rating which is 8600gvw cause of the k2500, (3/4t)and 454 i'm assuming...

the weight of the truck minus the GVW rating is what it's rated to haul in cargo weight.
the curb weight (empty/no fuel) on em is from about 4200#-5000# so if ya have the 2500hd club model ya can haul 3600# in cargo/passengers according to the manufactures rating, we all know it'll handle much much more, however the ability to stop is greatly decreased.

I do not know where you get 3600 lbs capacity with a 2500HD CC. A friend of mine has one with a Dmax and with bed liner and small tool box behind cab it weighs 7700 lbs which leaves 1500 lb payload. ALso when he got it new the rear springs in a 2500HD are weak compared to 99 and earlier old body style trucks for ride concerns and his truck mushed badly with his 20 foot work trailer in tow. WHen it was less than two weeks old we dropped rear axle in my driveway and added leafs to it to make handle trailer better. (his old 1 ton van and my old style K3500 had no issues with tongue weight at all, unlike the "HD")  

uhh.. 8600-5000= 3600

yep, cause it's got a bunch of dead weight in it.. the post is about a 1993 k2500 w/454 engine..
the dmax trucks curb closer to 6200#. if it's 7700 it's packin around extra weight or the owner is full of crap/just doesn't know.

my 97 6.5 extra cab is 5500# full of fuel so that leaves me 3100#...
the older springs weren't made to keep people from complaining about the ride.  

You have your weights wrong on Dmax CC's big time. Gas powered ones with 8 foot beds are in mid to upper 6's and Dmaxs are in 7's. Dmax engine weights about 400lbs more then Ally adds another 100 lbs, then dual batteries, that intercooler and bigger cooling system and also AAM11.5 which adds another 75 lbs or more as well. Dmax GM are heavy enough in front that no major plow maker will support a good snow plow on them because of front axle weight limits this does not seem to stop some from doing it anyway) Case in point my 2000 K3500 old style std cab with a 5.7 weighs about 5950 lbs with full fuel, dual batteries, bed liner and aluminum tool box behind cab and plow hitch. With no plow on it front axle weight is about 3340. With a 8 foot plow on it and lifted it jumps to 4450 on front axle which is "rated" at 4800 in my configuration. Dmax CC's can easily exceed 4K up front before you put anything else up there. Many never consider the impact of weight from a diesel in a P/U especially off road. A lot of CTD owners have found out the hard way in mud pits.

BTW, my friend weighs his truck when he sells scrap and usually he just uses trailer but a while back he used truck bed and was shocked to find out how much it weighed.  

I make my living by the weight of cars/trucks, if I'm off by 500# 0r more it can cost me a overweight ticket along with finding another transporter to pick it up from the state scale on the side of the hwy and running 2800# light it costs up to $1000.00 in lost revenue per load.
one of my accounts involves GM cars and trucks.  

Sure you do but there is not a DMax CC made that is 6200 lbs wet or dry. Take one to a scale and you will be enlightened. BTW, the "invoice" shipping weight on my std cab K3500 was 5380 dry.  

So is the G80LSD a posi style rear end, or is a limited slip diff the same as an open rear end.  Just wondering how it will act or work in the snow and mud??

I'm familiar with the trac loc rear ends (fords factory Posi-which I guess is a LSD unit???  I've had the one in and out of my 1970 Torino with a 9inch rear more times than I care - definitely switching to a detroit locker for the torino in the future. -

thanks

mat  

While many drool over Detroit's, I am not a big fan of them or any spider gear replacement locker at all. The reason for my dislike of them is that they have no ability at all to power both wheels at different speeds in a turn like a open diff or LSD. It is both tires same speed or 1wd with inside wheel on turn driving and out side wheel coasting under very light power. They can be very testy on slick pavement too. A selectable locker would be the best way to go for a true locker. BTW, GovLoc LSD's in 10.5's are fairly durable unlike the ones in 10 bolts that tend to grenade.  

snoman, yer right about the G80! on wet roads my chevy will get right away from ya in a curve. i gotta watch my speed or the back end will try to pass the front. i neglected to remind my wife of this fact and she wiped out. fortunately, she stayed up on the wheels and missed the other traffic. she has informed me she will never drive that "p.o.s." again....YEAH!!!  

Yeah and as testy as a G80 can be on slick roads, a Detroit is even worse.  

So the G80 is a LSD or "posi"unit?????  

I wouldn't change it... you'll get used to the qwirks and adjust your driving habitts accordingly,

I have 2 rigs with the g80, I like em, when and if they bust on me, I'll goto a selectable locker instead of a lsd.