Differentials
Showing all 10
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FRONT DIFF, 10″ RING GEAR, DIRECT DRIVE
This is our 10″ front differential without a drop gear input. The direct drive helps in situations where suspension geometry points are close to the differential and also in mid engine applications where the front driveshaft does not follow the standard counter clockwise rotation. As with most of our products, it can be configured for a lightweight or heavy race car. Sold as a torque sensing or open differential. 930 or 934 CV flanges. Yoke or CV input.
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FRONT DIFF, 10″ RING GEAR, 5″ DROP GEAR W/ SPRAG
This differential uses our race proven 10″ front differential, originally raced in a trophy truck in 2015, and incorporates a new larger drop gear input that comes integrated with a sprag. It can be used in a front engine or mid engine configuration. Adding the sprag may help with clearance to the pulleys and front accessories of the engine. The unit can be configured to accommodate both high horsepower/heavyweight trucks and small horsepower/lightweight buggies. Sold as a torque sensing or open diff. 930 or 934 CV flanges. Yoke or CV input.
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Front Differential (Pro4/TT)
Created at a time when a true offroad racing front differential did not exist. This championship proven part can be sold in multiple configurations that address your specific racing needs. Choose your CV size (930 or 934), differential carrier (open or torque biasing), main case material (billet or cast), and drop gear set (3.5″ or 4.0″). The input drop gear set not only gets the rotation of the ring gear correct for the front drive, but also provides some reduction in the gear set. This allows you to run a taller (and stronger) 10.5″ ring and pinion.
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D30 FRONT DIFFERENTIAL
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RT1 Front Differential
We took what we learned in our Pro 4 and Trophy Truck front differentials and scaled those parts down to work with 33″ tires in a desert racing application. This is a Torsen style LSD differential that mechanically controls torque between the side gears. The differential housing is supported with billet side covers that house the same large tapered roller bearings that we use in our X3 open differential. Built into the OEM X3 Smart-Lok case, this front differential is BITD and SCORE legal.
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PRO R OPEN FRONT DIFFERENTIAL
Much like the modifications we do for the Maverick X3 Smart-Lok differential – this kit takes these ideas and applies them to the Polaris Pro R platform. These improvements are meant for the front differential only. We remove the OEM differential carrier ball bearings and replace them with tapered roller bearings that are rigidly supported by a billet side cover. We also install our pinion lock nut to ensure the pinion nut doesn’t come loose in operation. Lastly, we remove the locking mechanism for the differential carrier making this an open differential 100% of the time. These upgrades are perfect for any type of racing, prerunning, or recreational driving in the desert.
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X3 OPEN FRONT DIFFERENTIAL
Designed to address the extreme conditions and higher loads that come with desert racing. This Can Am X3 front differential is BITD and SCORE legal. This kit uses billet side covers with larger tapered roller bearings to support the ring gear properly. All gears are REM polished.
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SPOOLS (36 SPL and 45 SPL)
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FORD 10” PINION SUPPORT, XL
Our XL version of the Ford 10″ Pinion Bearing Support uses larger tapered roller bearings and spreads them even further apart to support the pinion head with maximum rigidity. A hard anodized aluminum cover houses the pinion seal and acts as a rock guard for the 4340 pinion bearing housing.
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FORD 9” PINION SUPPORT
