Locker FAQ - Page 3

Blizzard · 04-11-2005, 08:39 AM

About the front driveshaft rotation...

I put an Aussie Locker in the front of my '94 3.0TD 4Runner with ADD and thought the driveshaft will spin because the locker would be locked and the ring gear spinning.

I look under the truck while my dad was driving it in 4x2 and the shaft stayed stopped.

I don't understant why the shaft don't spin but it doesn't.

I only notice sometimes a little more of resistance in the passenger front wheel when begin moving, so I've ordered a set of Aisins.

David

PS: The Aussie don't make my tires chirp in the trail and no steering resistance is offered. Also no noises.

Napoleon047 · 04-11-2005, 09:50 AM

that is because you have ADD. since the driver side axle is disconnected, the passenger side axle turns the diff and causes it to be in a constant state of ratcheting, causing wear.

Robinhood150 · 07-19-2005, 08:52 PM

Link to info about factory 4.88 gear third member and lockers.
http://yotatech.com/showthread.php?t=63030

Napoleon047 · 11-03-2005, 08:29 AM

i was able to get a 4cyl 8" lock right for my SAS from PORC:

http://www.performanceoffroadcenter.com/

$219

cheapest i could find anywhere. (you have to call them to order)

pogold · 12-15-2005, 07:06 PM

hey does anybody know fo sho which tacos (2nd, 3rd, 4th gen) come with lockers stock? are they TRD's only, or is it an option that can be gotten on some sr5 models too? and are the taco lockers auto or manual.

deathrunner · 01-11-2006, 03:24 PM

Just another tip on lockers.

Although, lunchbox lockers are attractive because they are cheap and drop in, they have the downfall of using the stock carrier. I didn't realize that this was a problem until we descovered that my bearings had spun on teh carrier. This means that the bearings no longer fit tightly.

In a search for a new carrier, we have gone through 15+ carriers and all have a had similar issues.

The advantage of doing a detroit or similar locker is that it comes with a new carrier made out of a much harder metal.

You either pay more upfront when you get a carrier style locker (Has to have the gears reset), or you pay more down the road when your bearings spin and you need a new "used" carrier and setup or you switch top a detroit and the steup.

Just some food for thought.

99runner4me · 01-25-2006, 02:11 PM

One thing that's preventing me from ordering a Lock Right for my Runner.

The dreaded "clunk" that others have mentioned.

Do you hear the clunk everytime you accelerate, or only when turning? How loud is it? Is it loud enough that you think someone hit your car with a rock? For a DD, is it going to be unbearable?

I do have an auto tranny and have read that this type of locker is a bit friendlier in an auto than a manual.

I'm almost sure that this is what I want because I don't really have mad cash for ARB, etc., etc., and this style locker fits my budget. I go out desert exploring every once in a while and I want all possible traction I can get specially on a 2WD vehicle.

Also, I would like to know if the Aussie Locker is available for a 3rd gen V6, but I haven't heard back from the company yet. I've called and e-mailed them but I haven't received a response. Anyone know if they're available for 3rd gen V6? You have a part/model #? From what I've read, the Aussie Locker is a bit more refined that the Lock Right.

BTW, great info about lockers. Thanks!

amorphous · 01-25-2006, 09:32 PM

my experience with my detroit soft locker has been great - keep the tire pressure even and it's a fairly transparent ride. I only notice it when coming to a stop and every once and awhile in turns. But, that's the nature of the soft locker to be more transparent, especially w/ auto trannies like mine.

my 4runner is a daily driver as well. In fact, my only ride w/ and engine at this point!

yotaman · 01-26-2006, 12:55 AM

FYI: Detroit’s are notorious for breaking if you break an Axle or Birfield (really only applies to SA trucks). I’ve not read anything about ARB’s or E-Lockers doing this.

Kalvin00 · 01-27-2006, 08:49 PM

Quote:

Originally Posted by 99runner4me

For a DD, is it going to be unbearable?

Absolutely not. I have a 96 Tacoma, V6, 5spd with a rear lockright, and I drive it to work/school every day, wheel it on the weekends when I can. With a few small changes in how you apply throttle (particularly when not to), you can really minimize the effects of the lockright. I get odd clunks and pops sometimes, but thats normal (at least I hope so), and really will only make you worry for a few seconds the first couple times it happens. And yes, the pops can be quite loud..

To me, the Lockright was worth every penny.

rngrchad · 02-11-2006, 09:35 AM

I feel compelled to post my feelings on running a "lunchbox" in the rear axle, on road, in the snow. I have read multiple posts, and reposts, with different feelings concerning lunchbox lockers while driving in snowy and icy road conditions with little feedback from drivers who have actually used them in these situations. I have just returned from a roadtrip that ran my Tacoma from the mountain passes of montana, to wyoming, idaho, and colorado. I drove primary and secondary roads, covered with solid ice, foot deep drifts, blowing snow, packed snow, and powder snow. The only condition I did not encounter for a considerable amount of time was slush.
Vehicle specs: 97 4wd Tacoma, 33" bfg mt, auto tranny, lockright locker in rear, axle with a considerable amount of weight in the bed.
Accelleration and decelleration on all winter conditions had very very little adverse affects, if any at all.
Patchey snow, and ice, where one side of the road is dry, and the other ice or snow, is where the lockright really shined. It gave great traction, and kept the truck extremely managable on these conditions with almost NO rear wheel slippage. A BIG plus in all aspects.
Powder snow(3+ inches or more on road surface) my truck handled as it did prior to lockright install. Very little if any noticable difference with or without locker.
Solid Ice on road. I encountered this where drifting and blowing snow would encounter the black sun warmed roads, and thus melt instantly covering the roads with a 1/2" of solid ice. Suprisingly I was able to keep a 40 to 45 miles per hour pace, keeping a feel for any wheel slippage so I can react with slight decelleration to prevent my rear end from sliding to the lower side of the road. Not a big deal, I ran at least 50 miles of SOLID ice on flat roads.
Packed snow: Packed roads, completely covered, but packed from other vehicles passing over multiple times. These conditions I was able to run 50+ miles per hour, and had great traction. No adverse affects.
Mountain Passes with extremely sharp curves covered in snow/ice:
Truck will want to understeer a bit because of slightly more traction in the back than in front. Had to keep this in mind. However, where if other vehicles would stop, they would not have the traction to get moving again, whereas my locked truck would. I'm not sure if this is because of added weight or a direct result of the locked rear end.
Well I hope this helps all those inquiries where people are questioning the use of lockers in snow. I had a thorough testing opportunity on this roadtrip and was pleased with the manners, and drive-ability of my lunchbox locked tacoma 4x4.
-Chad

86Original · 04-11-2006, 09:06 AM

I have the Aussie in my front. When the hubs are locked and the T/c is in 2wd, the Aussie ratchets when turning corners. When I put it in 4WD and gas it, it pulls! With the ADD, the left stub shaft should be disconnected from the right stub shaft, so it shouldn't even ratchet, just freewheel.

RustBucket · 08-02-2006, 06:59 AM

Kalvin,

I recently upgraded to a lock-rite in the rear and a truetrac in the front. I am very much getting used to the lock-rite's quirks, especially since I have a worn out 5-speed and a worn out clutch. Here's a few things I've noticed... I want to make sure that these are all normal

1. Upon acceleration, the truck straightens out. Also when I upshift I feel the truck do a little twisty, like how the fronts of drag racers come up and twist to the side some. I suppose this is due to both tires pulling and at the same rate.

2. Slightly harder shifting, occasionally, and only in low gears. My 1-2 shift will sometimes go into gear with a little resistance that was not there before I installed this thing. Also, on the 1-2 shift I have from time to time gotten that POP that I imagine is a pin getting a bit out of line and being crammed back into its little hole when the lash is suddenly taken up in the driveline as the clutch is released.

3. What really worries me is the occasional bucking when I am decelerating into a turn. I drive around in the outer edges of metro Atlanta, and every jerk on the road curses your existence when you have to slow down to turn off of a main road. I try to move as quickly as I can, but when I am decelerating, say at 20mph in 3rd gear, and then I hit the gas again, it can cause the truck it lurch forward, lurch back, lurch forward, and so on until I push in the clutch and straighten out. Is the remedy to slow down more before entering the turn so that I can accelerate the whole way through the turn? Seems like the lockrite will only let you power through a turn or coast through.

4. Shifting while turning does lots of weird things. Thats when the rear pops and clunks the most. Since I have regeared to 4.88, 1st gear runs out fast, and I usually have to shift to 2nd while I'm halfway into a turn so I can go faster than 10mph. That can cause the bucking phenomenon in #3.

Someone teach me how to drive my stupid truck...

Intrepid · 08-02-2006, 07:16 AM

Quote:

Originally Posted by RustBucket

Kalvin,

I recently upgraded to a lock-rite in the rear and a truetrac in the front. I am very much getting used to the lock-rite's quirks, especially since I have a worn out 5-speed and a worn out clutch. Here's a few things I've noticed... I want to make sure that these are all normal

1. Upon acceleration, the truck straightens out. Also when I upshift I feel the truck do a little twisty, like how the fronts of drag racers come up and twist to the side some. I suppose this is due to both tires pulling and at the same rate.

2. Slightly harder shifting, occasionally, and only in low gears. My 1-2 shift will sometimes go into gear with a little resistance that was not there before I installed this thing. Also, on the 1-2 shift I have from time to time gotten that POP that I imagine is a pin getting a bit out of line and being crammed back into its little hole when the lash is suddenly taken up in the driveline as the clutch is released.

3. What really worries me is the occasional bucking when I am decelerating into a turn. I drive around in the outer edges of metro Atlanta, and every jerk on the road curses your existence when you have to slow down to turn off of a main road. I try to move as quickly as I can, but when I am decelerating, say at 20mph in 3rd gear, and then I hit the gas again, it can cause the truck it lurch forward, lurch back, lurch forward, and so on until I push in the clutch and straighten out. Is the remedy to slow down more before entering the turn so that I can accelerate the whole way through the turn? Seems like the lockrite will only let you power through a turn or coast through.

4. Shifting while turning does lots of weird things. Thats when the rear pops and clunks the most. Since I have regeared to 4.88, 1st gear runs out fast, and I usually have to shift to 2nd while I'm halfway into a turn so I can go faster than 10mph. That can cause the bucking phenomenon in #3.

Someone teach me how to drive my stupid truck...

1. I don't have this problem with mine, I have never noticed any issue here. I do have a bit of a pull to one side upon hard acceleration and/or hard braking, but I attributed that to lack of a torque rod on my sfa.

2. Never experienced this at all.

3. This I believe is somewhat common with the lockright. As it ratchets with minimal power and minimal speed, it causes a jerking, this is eliminated by either a little gas or a little clutch. If I am in a low speed, hard turn, I will usually just push in the clutch. However, mine only does it around 5-10 miles per hour max, I never notice it at 20-30.

4. I have never had this happen either to be honest. Maybe it is because you are running 4.88's on 31's? Perhaps you should let off the clutch a bit easier, maybe that would help.

I am definitely curious to hear if anyone else has had these issues you are having because I have never had most of them. I am curious if I am the norm or if my lack of issues is odd.

RustBucket · 08-02-2006, 08:13 AM

Hey Intrepid... finished my first slider in welding class last night

I have a feeling alot of my difficulty is due to a worn out clutch. It doesn't slip, but because it is soft and finnicky I think I just tend to dump it when I upshift.

RustBucket · 08-02-2006, 01:57 PM

Well on the ride home today I experimented some more. In turns it is definitely a coast or power deal. Also, letting out the clutch easier does help with that twisting nonsense.

I think in another week I'll forget its there, other than the clicking and the occasional tire chirp heh heh

William · 08-07-2006, 07:17 PM

Quote:

Originally Posted by Flygtenstein

I still hold the assertion that lunchbox lockers are not activated, as in locked, until the gas pedal is pressed. They allow differentiation when coasting. If they did not, then they would be like a spool.

This is not entirely true, and here's why.

The coupler halves will ratchet (Aussie, Lock Right, EZ Locker) or separate (No SLip, Detroit) on the same side that's connected to the outside wheel, allowing the wheel to overrun (spin faster) than the ring gear while turning. The inside wheel is pushing the vehicle forward, at the same RPM as the ring gear.

This will happen while letting off the gas, coasting, AND CAN HAPPEN WHILE ON THE THROTTLE.

The inside wheel chirp you hear when turning isn't always due to "locking up". Applying enough gas to make the inside wheel rotate hard enough to overcome traction is what makes it chirp. This DOESN'T necessarily mean that the diff is locked.

The diff is locked ONLY if theres enough throttle to make the inside tire rotate as fast as the outside tire. It CAN chirp when there is enough throttle to make the inside tire rotate faster than it needs to, but there's not always enough throttle to make it rotate the same speed as the outside while the inside is chirping.

I've had 2 Lock Rights and 2 No Slips, and one Ford Traclock limited slip. Even the Traclock could chirp the inside tire, but it was by no means fully locked.

And you can chirp the inside tire with an open differential. Does this mean it's locked? No.

I know quite a lot about this, because not only have I installed my lockers and inspected the parts to figure out how they work, but I also have experiment with them and tested their operation.

Bigblock · 08-19-2006, 06:44 PM

So...Is the Torsen-Gleason(Detroit-Eaton) still the best [locker] for the front? For clarity,I'm refering to the parallel axis worm gear [locker] that is not realy a locker but it (binds up) the free turning tire to put power to the tractive tire.

William · 08-20-2006, 03:43 AM

The Gleason Torsen (along with the very similer Detroit Truetrac) isn't a locker, but a limited slip. Both the Torsen and Truetrac are probably the best performing limited slips available, while still being easy to live with on a daily basis.

Neither the Torsen nor the Truetrac will transfer power to the wheel with traction as well as a locker, but they typically do better than a clutch type limited slip, and they don't have clutches that wear out.

04-11-2005, 08:39 AM	#51 (permalink)
Blizzard Registered User Join Date: Jul 2004 Location: Barcelona (Spain) Posts: 875	About the front driveshaft rotation... I put an Aussie Locker in the front of my '94 3.0TD 4Runner with ADD and thought the driveshaft will spin because the locker would be locked and the ring gear spinning. I look under the truck while my dad was driving it in 4x2 and the shaft stayed stopped. I don't understant why the shaft don't spin but it doesn't. I only notice sometimes a little more of resistance in the passenger front wheel when begin moving, so I've ordered a set of Aisins. David PS: The Aussie don't make my tires chirp in the trail and no steering resistance is offered. Also no noises. __________________ '94 Toyota 4Runner 3.0 Turbo Diesel Intercooler – Trail-Gear 4'' SAS front, Trail-Gear 5'' rear leaves swap, 35x12.5x15 M/T's and too many things more to write...

04-11-2005, 09:50 AM	#52 (permalink)
Napoleon047 Registered User Join Date: Aug 2003 Location: Columbia, MO Posts: 1,002	that is because you have ADD. since the driver side axle is disconnected, the passenger side axle turns the diff and causes it to be in a constant state of ratcheting, causing wear. __________________ -Peter 86 4runner SAS - Trail Rig 94 FZJ80 - DD the dirt cheap SAS Marko Customs

07-19-2005, 08:52 PM	#53 (permalink)
Robinhood150 Contributing Member Join Date: May 2002 Location: Wandering around Phoenix Posts: 6,048	Link to info about factory 4.88 gear third member and lockers. http://yotatech.com/showthread.php?t=63030 __________________ Steve. '93 4Runner V6 Auto 4x4 Robinhood's Lair. \|\| Gettin' Off 4wd Club member Lots for sale:5.29 ARB IFS third member... Click Sierra Club policy: [A reason to close trails] ...Physical soil damage, often readily visible, resulting in: a. Erosion, causing soil loss and damage to stream banks, streams, and fish habitat... Lesson...Stay on the TRAIL!

11-03-2005, 08:29 AM	#54 (permalink)
Napoleon047 Registered User Join Date: Aug 2003 Location: Columbia, MO Posts: 1,002	i was able to get a 4cyl 8" lock right for my SAS from PORC: http://www.performanceoffroadcenter.com/ $219 cheapest i could find anywhere. (you have to call them to order) __________________ -Peter 86 4runner SAS - Trail Rig 94 FZJ80 - DD the dirt cheap SAS Marko Customs Last edited by Napoleon047 : 11-03-2005 at 08:31 AM.

01-11-2006, 03:24 PM	#56 (permalink)
deathrunner Registered User Join Date: Apr 2004 Location: San Diego CA Posts: 2,931	Just another tip on lockers. Although, lunchbox lockers are attractive because they are cheap and drop in, they have the downfall of using the stock carrier. I didn't realize that this was a problem until we descovered that my bearings had spun on teh carrier. This means that the bearings no longer fit tightly. In a search for a new carrier, we have gone through 15+ carriers and all have a had similar issues. The advantage of doing a detroit or similar locker is that it comes with a new carrier made out of a much harder metal. You either pay more upfront when you get a carrier style locker (Has to have the gears reset), or you pay more down the road when your bearings spin and you need a new "used" carrier and setup or you switch top a detroit and the steup. Just some food for thought. __________________ IFS IS FOR LOSERS Decroded Piece of Crap

12-15-2005, 07:06 PM	#55 (permalink)
pogold Registered User Join Date: Oct 2005 Posts: 10	hey does anybody know fo sho which tacos (2nd, 3rd, 4th gen) come with lockers stock? are they TRD's only, or is it an option that can be gotten on some sr5 models too? and are the taco lockers auto or manual.

01-25-2006, 02:11 PM	#57 (permalink)
99runner4me Registered User Join Date: Jan 2004 Location: San Diego, CA Posts: 156	One thing that's preventing me from ordering a Lock Right for my Runner. The dreaded "clunk" that others have mentioned. Do you hear the clunk everytime you accelerate, or only when turning? How loud is it? Is it loud enough that you think someone hit your car with a rock? For a DD, is it going to be unbearable? I do have an auto tranny and have read that this type of locker is a bit friendlier in an auto than a manual. I'm almost sure that this is what I want because I don't really have mad cash for ARB, etc., etc., and this style locker fits my budget. I go out desert exploring every once in a while and I want all possible traction I can get specially on a 2WD vehicle. Also, I would like to know if the Aussie Locker is available for a 3rd gen V6, but I haven't heard back from the company yet. I've called and e-mailed them but I haven't received a response. Anyone know if they're available for 3rd gen V6? You have a part/model #? From what I've read, the Aussie Locker is a bit more refined that the Lock Right. BTW, great info about lockers. Thanks! __________________ 1999 4Runner SR5, V6, 2WD - LIFTED & LOCKED for backcountry adventures. 1997 Land Cruiser 40th Anniv. - Family Hauler. If it was my choice, "it would be lifted already!" "Don't laugh, they're both paid for!"

01-25-2006, 09:32 PM	#58 (permalink)
amorphous Registered User Join Date: Apr 2003 Location: STL Posts: 834	my experience with my detroit soft locker has been great - keep the tire pressure even and it's a fairly transparent ride. I only notice it when coming to a stop and every once and awhile in turns. But, that's the nature of the soft locker to be more transparent, especially w/ auto trannies like mine. my 4runner is a daily driver as well. In fact, my only ride w/ and engine at this point! __________________ 98 4runner sr5 33"s and locked with the usual suspects

01-26-2006, 12:55 AM	#59 (permalink)
yotaman Registered User Join Date: Mar 2005 Location: Cumming, GA Posts: 1,051	FYI: Detroit’s are notorious for breaking if you break an Axle or Birfield (really only applies to SA trucks). I’ve not read anything about ARB’s or E-Lockers doing this. __________________ Greg - http://www.pureyota.com --- you can't fail if you don't give up. Proud dad of a little girl.. 1. 1997 Tacoma - 3.4 auto - SAS'd - DD 2. 1995 4Runner - SAS'd - FJ62 Front - FZJ80 Rear, 40" Iroks - Beater! 3. 1995 4Runner - 3.4 swapped - Baby mobile/Grocery getter! You can lose a lot of money chasing women, but you'll never lose women chasing money.

02-11-2006, 09:35 AM	#61 (permalink)
rngrchad Registered User Join Date: Apr 2004 Location: Currently reside in Ohio Posts: 791	I feel compelled to post my feelings on running a "lunchbox" in the rear axle, on road, in the snow. I have read multiple posts, and reposts, with different feelings concerning lunchbox lockers while driving in snowy and icy road conditions with little feedback from drivers who have actually used them in these situations. I have just returned from a roadtrip that ran my Tacoma from the mountain passes of montana, to wyoming, idaho, and colorado. I drove primary and secondary roads, covered with solid ice, foot deep drifts, blowing snow, packed snow, and powder snow. The only condition I did not encounter for a considerable amount of time was slush. Vehicle specs: 97 4wd Tacoma, 33" bfg mt, auto tranny, lockright locker in rear, axle with a considerable amount of weight in the bed. Accelleration and decelleration on all winter conditions had very very little adverse affects, if any at all. Patchey snow, and ice, where one side of the road is dry, and the other ice or snow, is where the lockright really shined. It gave great traction, and kept the truck extremely managable on these conditions with almost NO rear wheel slippage. A BIG plus in all aspects. Powder snow(3+ inches or more on road surface) my truck handled as it did prior to lockright install. Very little if any noticable difference with or without locker. Solid Ice on road. I encountered this where drifting and blowing snow would encounter the black sun warmed roads, and thus melt instantly covering the roads with a 1/2" of solid ice. Suprisingly I was able to keep a 40 to 45 miles per hour pace, keeping a feel for any wheel slippage so I can react with slight decelleration to prevent my rear end from sliding to the lower side of the road. Not a big deal, I ran at least 50 miles of SOLID ice on flat roads. Packed snow: Packed roads, completely covered, but packed from other vehicles passing over multiple times. These conditions I was able to run 50+ miles per hour, and had great traction. No adverse affects. Mountain Passes with extremely sharp curves covered in snow/ice: Truck will want to understeer a bit because of slightly more traction in the back than in front. Had to keep this in mind. However, where if other vehicles would stop, they would not have the traction to get moving again, whereas my locked truck would. I'm not sure if this is because of added weight or a direct result of the locked rear end. Well I hope this helps all those inquiries where people are questioning the use of lockers in snow. I had a thorough testing opportunity on this roadtrip and was pleased with the manners, and drive-ability of my lunchbox locked tacoma 4x4. -Chad __________________ 2008 Tacoma TRD Access Cab v-6. 97 regular cab tacoma 33x9.5bfg at, 4.10 gears, custom sliders, custom rear bumper, 4xinnovation tube doors, lockright. CB: Connex 3300hp Radio driving a FatBoy Amp doing around 1000watts on AM. Antenna: Monkey Made MM5 -=NO BAMA 08 =-

04-11-2006, 09:06 AM	#62 (permalink)
86Original Contributing Member Join Date: Feb 2006 Location: Loveland, Colorado Posts: 471	I have the Aussie in my front. When the hubs are locked and the T/c is in 2wd, the Aussie ratchets when turning corners. When I put it in 4WD and gas it, it pulls! With the ADD, the left stub shaft should be disconnected from the right stub shaft, so it shouldn't even ratchet, just freewheel. __________________ Original owner: 86 4Runner, Some mods; Read more here.

08-02-2006, 06:59 AM	#63 (permalink)
RustBucket Registered User Join Date: Aug 2005 Location: Cumming, GA Posts: 890	Kalvin, I recently upgraded to a lock-rite in the rear and a truetrac in the front. I am very much getting used to the lock-rite's quirks, especially since I have a worn out 5-speed and a worn out clutch. Here's a few things I've noticed... I want to make sure that these are all normal 1. Upon acceleration, the truck straightens out. Also when I upshift I feel the truck do a little twisty, like how the fronts of drag racers come up and twist to the side some. I suppose this is due to both tires pulling and at the same rate. 2. Slightly harder shifting, occasionally, and only in low gears. My 1-2 shift will sometimes go into gear with a little resistance that was not there before I installed this thing. Also, on the 1-2 shift I have from time to time gotten that POP that I imagine is a pin getting a bit out of line and being crammed back into its little hole when the lash is suddenly taken up in the driveline as the clutch is released. 3. What really worries me is the occasional bucking when I am decelerating into a turn. I drive around in the outer edges of metro Atlanta, and every jerk on the road curses your existence when you have to slow down to turn off of a main road. I try to move as quickly as I can, but when I am decelerating, say at 20mph in 3rd gear, and then I hit the gas again, it can cause the truck it lurch forward, lurch back, lurch forward, and so on until I push in the clutch and straighten out. Is the remedy to slow down more before entering the turn so that I can accelerate the whole way through the turn? Seems like the lockrite will only let you power through a turn or coast through. 4. Shifting while turning does lots of weird things. Thats when the rear pops and clunks the most. Since I have regeared to 4.88, 1st gear runs out fast, and I usually have to shift to 2nd while I'm halfway into a turn so I can go faster than 10mph. That can cause the bucking phenomenon in #3. Someone teach me how to drive my stupid truck... __________________ Rust-Free '88 4Runner 22re (Reed Speed & Sport rebuild with Engnbldr components and 268 cam), 4.88's open rear and front TrueTrac. Homemade sliders, TJM front bumper W6000, custom rear bumper, Budbuilt crossmember & skid. Honda GXV270 9hp piston hanging from the back, in case you ever wonder. Last edited by RustBucket : 08-02-2006 at 07:01 AM.

08-02-2006, 08:13 AM	#65 (permalink)
RustBucket Registered User Join Date: Aug 2005 Location: Cumming, GA Posts: 890	Hey Intrepid... finished my first slider in welding class last night I have a feeling alot of my difficulty is due to a worn out clutch. It doesn't slip, but because it is soft and finnicky I think I just tend to dump it when I upshift. __________________ Rust-Free '88 4Runner 22re (Reed Speed & Sport rebuild with Engnbldr components and 268 cam), 4.88's open rear and front TrueTrac. Homemade sliders, TJM front bumper W6000, custom rear bumper, Budbuilt crossmember & skid. Honda GXV270 9hp piston hanging from the back, in case you ever wonder.

08-02-2006, 01:57 PM	#66 (permalink)
RustBucket Registered User Join Date: Aug 2005 Location: Cumming, GA Posts: 890	Well on the ride home today I experimented some more. In turns it is definitely a coast or power deal. Also, letting out the clutch easier does help with that twisting nonsense. I think in another week I'll forget its there, other than the clicking and the occasional tire chirp heh heh __________________ Rust-Free '88 4Runner 22re (Reed Speed & Sport rebuild with Engnbldr components and 268 cam), 4.88's open rear and front TrueTrac. Homemade sliders, TJM front bumper W6000, custom rear bumper, Budbuilt crossmember & skid. Honda GXV270 9hp piston hanging from the back, in case you ever wonder.

08-19-2006, 06:44 PM	#68 (permalink)
Bigblock Registered User Join Date: Dec 2004 Location: Taylorshole,Mississippi Posts: 816	So...Is the Torsen-Gleason(Detroit-Eaton) still the best [locker] for the front? For clarity,I'm refering to the parallel axis worm gear [locker] that is not realy a locker but it (binds up) the free turning tire to put power to the tractive tire.

08-20-2006, 03:43 AM	#69 (permalink)
William Registered User Join Date: Aug 2006 Location: Bradley Junction, Florida Posts: 244	The Gleason Torsen (along with the very similer Detroit Truetrac) isn't a locker, but a limited slip. Both the Torsen and Truetrac are probably the best performing limited slips available, while still being easy to live with on a daily basis. Neither the Torsen nor the Truetrac will transfer power to the wheel with traction as well as a locker, but they typically do better than a clutch type limited slip, and they don't have clutches that wear out.