You're right it is the steering resevoir. But regarless, pretty cool. That's why I never listen to oracles.

 

you cant measure torque until resistance is introduced. try it. grab an inch pound torque wrench, and put it on a nut and that nut on a bolt. try to get a reading within the first few threads of the bolt. cant be done until that nut bottoms out on something, then the needle will start to move.

why is the wheel in the air spinning? because its attached to the axle that is locked to the other axle which is connected to the other wheel which is on the ground which has resistance. this wheel on the ground is where all the torque is going to, since there is resistance to that wheel, and not the one in the air, even if its spinning.

 

i hope my not so intelligent self gets this right, but are you saying that a locker stops the spyder gear without traction and moves the torque to the spyder gear with traction? how is that possible since a locker lockes up both spyder gear and the entire carrier moves with the ring gear?

i just dont get it.

 

no, blake... the spider gears dont stop moving since they're locked together. BUT as mentioned in the previous posts, RESISTANCE is whats needed in order for torque to be built up and measured. correct?

since theres no resistance to the wheel up in the air, all the torque thats going from the driveshaft, through the ring gear, is going to the axle (and spider gear) that has the MOST resistance...which is the one on the ground. yes the other wheel is spinning, but thats only the case since that wheels spider gear is locked to the other one. yes theres torque going to that one, but its so minute, it cant be measured. its just along for the ride...until of course it meets resistance (gets back to the ground). then and only then will torque be redistributed through both spiders.

on flat level ground with EQUAL traction to both tires, an open diff and a locked diff will give EQUALamount of torque to each tire. if one wheel is up in the air, and one is on solid ground, the locker will provide all the oomph to the one with the greatest resistance.

 

Scenario 1:
Equal traction at each axle. The ring gear is rotatoing with 2000 ft-lbs of torque (about full throttle on a 22RE). Open, locked, and limited slip all apply 1000 ft-lbs through each axleshaft. If available traction is not enough to hold 1000 ft-lbs, load on engine will drop, but the side to side split remains 50/50.

Scenario 2:
Traction on the right side drops, can only hold 500 ft-lbs of torque resistance on the spinning wheel. Open diff, applies 500 ft-lbs to the spinning wheel and 500 ft-lbs to the wheel that isn't spinning (whether it's moveing or not depends on whether 500 ft-lbs of torque is enough to propel the vehicle forward). Load on engine drps by 50%. Locker: applies 500 ft-lbs to the low traction tire, and 1500 ft-lbs to the high traction tire (assuming it doesn't slip). Engine load remains the same. 80/20 bias limited slip: Applies 500 ft-lbs to the low traction tire and 1500 ft-lbs to the high traction one. In this scenario the limited slip works as good as the locker since the low traction tire can still hold 1/4 of the torque load applied.

Scenario 3:
Right side has only 50 ft-lbs resistance to spinning. Open diff: applies 50 ft-lbs to both axleshafts, more than likely vehicle doesn't move since 50 ft-lbs is nearly nothing. Locker: applies 50 ft-lbs to the right tire and sends 1950 ft-lbs to the left side axle. Your birfield snaps 80/20 limited slip: 50 ft-lbs is applied to the spinning rightside tire, and 200 ft-lbs is applied to the left tire. Engine load drops to 1/8 of scenario 1. Hopefully the 200 ft-lbs to the tire with traction is enough to get you moving. If not you apply the brake, adding 200 ft-lbs of drag to each rear tire. Now there is 250 ft-lbs going to the right tire, 50 ft-lbs of which is making it to the ground (250 - 200). 1000 ft-lbs is applied to the left wheel, 800 of which makes it to the ground (1000 - 200). The ring gear is supplying 1250 ft-lbs of torque.

Scenario 4: Math works out just like scenario 3, just substitue zero in place of 50 in the calcs

 

You mean side gears, don't you? It's the side gears that connect to the axle shafts, which connect to the wheels.

The spider gears of an open differential (a manually locking and clutch type limited slip have spider gears too) are what rotate the side gears. If one wheel is spinning free, then one side gear rotates and the spider gears rotate. If both wheels are spinning at different speeds, both side gears spin at different speeds as well, and the spider gears rotate, although slower than with one wheel spinning (assuming the drive shaft spins at the same speed), because there's less speed difference between the side gears.

With a locked manual locker, some type of locking mechanism locks one side gear to the carrier, and this forces the side gears (and the axle shafts and wheels) to rotate at the same speed. When this happens, the spider gears don't turn.

I'm trying to understand what you are asking and don't know if this answers your question.

If you look at one of my earlier posts, there are links. I'm not sure, but I think one or both of the links had drawings demonstrating this. I do know I saw drawings one at least one site while searching for information.

 

yeah i know what spyder gears, are in my mind i was thinking side gears and the spyder came out on that topic.

 

I don't want to hijack your thread so I started a new one about my front Lockright install. Rear to come next week. Feel free to post any questions or comments.

https://www.yotatech.com/forums/f116...-front-122315/

 

Update:

I installed lock-rights and 4.88?s front and rear last weekend and today I got a chance to go wheeling with them. The difference was incredible. I made it up a bunch of steep and slippery hill climbs without any wheelspin at all. Before with the open diffs I hand no chance on these steep climbs.

On the road it is difficult to notice that the lockright is there. It was a lot less intrusive then I thought it would be. I highly recommend a rear locker- I wish I had installed one earlier. One of the biggest differences was putting in the 4.88?s. It was like I had my old 31 inch tires back on. It was so nice to be able to merge onto the freeway easily and have the power to pass and go up hills again.

 

I'm glad you like your Lock Rights. Having just one locker will make a big difference in traction, but having 2 is even better.

Just make sure to experiment with it in different situations and with different amounts of throttle, so that you will be used to how it handles and how to compensate for it.

And make sure you learn how lockers can get you in to trouble. Now that you can go so much further into the rough stuff, make sure you can get back out of where you go. The last thing you need is to be stuck and stranded overnight in a place so much more remote than you could go before. Make sure that you don't climb hills so steep that you will flip over. Back down before you go past the limits of your vehicle or your driving ability.

 

As far as the throttle issue, with the lockers I feel like I am driving much safer due to the fact that I can crawl up the steep stuff. Before with open diffs I had to try to use lots of wheel speed and just gun it up the hills. It would work sometimes, but most of the time the truck would reach a point and slide back- not very safe. Now I find myself driving slower everywhere because I know that I will have the traction to make it.

 

x2 - and that's also how lockers PREVENT a lot of damage to the truck (CV's in particular)

 

Why would that happen.....

Hopefully no one is so silly that they wheel alone in anything even close to being tough.
That's just beyond stupid.





Fred