parish8

iTrader: (6)

did the g80 come apart?

LVSTOGOFST2002

iTrader: (3)

i don't know, i told them not to do anything until they were relatively sure it would be covered. so it's still together, when i get it apart i'll let ya'll know. i'm not doing anything in the immediate future, cause i got no cash.

parish8

iTrader: (6)

i would go out in the drive and pull the cover. if the g80 came apart then i would take this up the chain of comand at the dealer or goto more dealers. notching the frame has nothing to do with the g80 flying apart. if the g80 is still ok then yeah, it was probably your fault.

i have often been told no on stuff like this and with a little work ended up geting it fixed for free.

Fogle07

iTrader: (5)

i agree with parish. go higher than those losers at the dealer or go to a different dealer. i dont know why they wouldnt cover it. thats just stupid. anybody in their right mind knows a cnotch has nothing to do with your rear end exploding.

parish8

iTrader: (6)

well realy if the g80 didn't come apart then i see it as a driving error and he has no case, sorry.

but if it did come apart and lock up the rear then hell yeah. thats not your fault. take this to the top and find someone to fix it for ya. i am not the best at arguing my point and have taken my dad in with me(even though i was 30years old at the time). my dad was a real *** and just kept working up the ladder till it got fixed. took about 45 mintues with his help.

Big10Fan

agreed, I see no sense in complaining what the dealer won't do until we have valid facts. If its broken, MAYBE they could cover things. I've been lurking this a bit and just cant believe how you expect so much from GM and then diss their company cause they wont cover your wheels for your careless driving when you dont even know if its broken yet.

zippy

if you keep fighting it, you will win. contact 1-800-chev-usa. the c-notch has nothing to do with this. the only challenge they may pose is that the power level is higher than the rear was rated for as well as the tire size. those two can be their only foot to stand on. a gov-lock by design will lock and stay locked in as long as there is inertia (power still applied) going into it. the speed related part is that from around 30 it is unable to lock. you may get both to spin from that speed simply from equal loss of traction from both tires as many open differentials will do from a roll also. many times when you get them sideways they will unlock only because you're in a situation where it wouldn't have locked in the first place. under enough load the clutches will slip and force the governer to unlock the rear. what happened there for you is the gov-lock stayed locked in due to high inertia and in the meantime one of the tires attempted to hook up harshly, likely causing the side gear to expload and the c-clip to fall out. i'd keep on their *** until they fix it. trust me, they will fold if you stay on them about it. you may not get the body damage taken care of, but they should be responsible for the entire rear differential to be replaced.

here's the gm description of operation for it's gov-lock. read this carefully...

Locking Differential Description and Operation
The locking differential consists of the following components:

Differential case - 1 or 2 piece
Locking differential spider - 2 piece case only
Pinion gear shaft - 1 piece case only
Differential pinion gear shaft lock bolt - 1 piece case only
2 clutch discs sets
Locking differential side gear
Thrust block
Locking differential clutch disc guides
Differential side gear shim
Locking differential clutch disc thrust washer
Locking differential governor
Latching bracket
Cam plate assembly
Differential pinion gears
Differential pinion gear thrust washers
The optional locking differential (RPO G80) enhances the traction capability of the rear axle by combining the characteristics of a limited-slip differential and the ability of the axle shafts to "lock" together when uneven traction surfaces exist. The differential accomplishes this in 2 ways. First by having a series of clutch plates at each side of the differential case to limit the amount of slippage between each wheel. Second, by using a mechanical locking mechanism to stop the rotation of the right differential side gear, or the left differential side gear on the 10.5 inch axle, in order to transfer the rotating torque of the wheel without traction to the wheel with traction. Each of these functions occur under different conditions.

Limited-Slip Function
Under normal conditions, when the differential is not locked, a small amount of limited-slip action occurs. The gear separating force developed in the right-hand (left-hand side on 10.5 inch axle) clutch pack is primarily responsible for this.

The operation of how the limited-slip function of the unit works can be explained when the vehicle makes a right-hand turn. Since the left wheel travels farther than the right wheel, it must rotate faster than the ring gear and differential case assembly. This results in the left axle and left side gear rotating faster than the differential case. The faster rotation of the left-side gear causes the pinion gears to rotate on the pinion shaft. This causes the right-side gear to rotate slower than the differential case.

Although the side gear spreading force produced by the pinion gears compresses the clutch packs, primarily the right side, the friction between the tires and the road surface is sufficient to overcome the friction of the clutch packs. This prevents the side gears from being held to the differential case.

Locking Function
Locking action occurs through the use of some special parts:

A governor mechanism with 2 flyweights
A latching bracket
The left side cam plate and cam side gear
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 limited-slip 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.

Locking Differential Torque-Limiting Disc
The locking differential design was modified in mid-1986 to include a load-limiting feature to reduce the chance of breaking an axle shaft under abusive driving conditions. The number of tangs on the energizing disc in the left-hand clutch pack was reduced allowing these tangs to shear in the event of a high-torque engagement of the differential locking mechanism.

At the time of failure of the load-limiting disc, there will be a loud bang in the rear axle and the differential will operate as a standard differential with some limited-slip action of the clutch packs at low torques.

The service procedure, when the disc tangs shear, involves replacing the left-hand clutch plates and the wave spring. It is also necessary to examine the axle shafts for twisting because at high torques it is possible to not only shear the load-limiting disc, but to also twist the axle shafts.

YAAAABUDDY03

Here's my randition......



Paul

PS- That really does suck though,... I hope you get it fixed soon.

LVSTOGOFST2002

iTrader: (3)

Seriously........... I'm not a moron, i don't expect anyone to pay if it was driver error. Now, i wasn't driving like a grandma so i'm honestly not mad the g80 blew. i could care less. I was planning on putting an eaton in it, and now i have a reason. I could argue with the uppers at gm and probably eventually get the g80 and gears replaced. But they won't touch the wheels and tires ( which aren't ruined, just rashed a little ) and the axle.......... that's a tossup. They probably wouldn't cover any of the collision damage at all. But to attack me because i feel gm's customer service sucks, are you a stockholder or something?

I ( and this is only a personal opinion, take it as you will ) feel that customer service is number one. If i made a product or provided a service, and a customer wasn't happy or my product failed and caused an accident, i would remedy the situation. Now the g80 either blew up, or acted in a manner which was unpredictable, and caused and "accident". Therefore since a gm product caused this in one manner or the other, i felt that if they were to pick up the tab realizing their poor design or workmanship, etc... then they should pick up the ENTIRE tab. If they're claiming "no fault" and pushing the blame on me, then the tab's on me. I didn't go into this expected gm to pay, i honestly figured they wouldn't. But i'd hoped. Are you supposed to beat on your truck? NO! You're supposed to drive it straight, not sideways. Burnouts aren't good for tires or differentials. You're definatly not supposed to go to the dragstrip with it. And you're not supposed to cut the frame and lower it. So.... I can see their point, in ways. This is a " what side of the fence" situation. But you can't blame a man for trying. I personally dont' like gm customer service. I'm not going to get into another pissing contest with them, i'm going to accept defeat, cause i really dont want a new g80 and 3.42 gears. I'll just bite the bullet and buy a real damn rear end, and be less stressed out about it too.

GM customer service still sucks.

8ALTNG

iTrader: (1)

That sucks man. I know how you feel. I had my original g80 blow and it f'd up all the gears too. The dealer wasnt going to fix it bc i had swiched the gears to 4:11's and they said that is what caused it. Then my cousin who is the general manager at a dealer did some talking and eventually go me a whole new rear end assembly you have to just keep talking to them and try to get them to see what is going on. Hope it works out for ya.