jwaller
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cool pics. wonder what they would cost over here
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O K kids, this thread is 1.5 years old, but I think I have lockers in the M813 in the back yard. I lifted the rear most axle and with the drive shaft stopped, I could spin the drivers wheels a few rounds, with some clicking, with the other side stopped, and then, BAM, it stopped and wouldn't turn and more. The passengers side would spin over and over forward, not move back wards at all. I tried the drivers side again, still stopped, and then when I went back to the passengers side, it was stopped. I was puzzled by the end less spinning forward of the passengers side. Is that typical of these things? Bottom line, are these lockers?Well, they positively lock both axles in a rear together for maximum traction. When cornering and not under power, the locker will unlock and allow the outer wheel to go faster. If under power while turning, they may not unlock. A simple test for your truck would be to jack up the back axle completely and try to spin a tire. If it spins and the other one goes in the opposite direction, its not a locker. If it spins and clicks or only spins in one direction, its got a detroit in it.
Air lockers are far better IMO. Detroits sometimes behave "funny" on road and if it's a little slick on the road from rain, snow, or ice you can really get into trouble. I rather have the air so I could turn it completely off for on road use but I my be a control freak like you saidAny thoughts as to which performs better, Detroit Lockers or Air Lockers? Are Detroits available for the Deuce (already answered that myself, yes, $569 each from Reider racing)? Or does it boil down to whether you are a control freak or not? If you just absolutely, positively have to manually control everything the truck is doing then you want Air Lockers, otherwise Detroits are fine?
Seems to me the Detroits would be better as they would engage before the driver realized a wheel was slipping and then disengage when the slippage went away, thereby minimizing torque wind up in the drivetrain and maybe prevent premature parts failure.
The 2-1/2 ton Norwegian deuce (M621) air locker rear axle shaft
it is the same as having a fully open diff, because when it's unlocked it is a fully open diff. When it's locked it keeps one axleshaft tied to the carrier - when you think this through fully it becomes clear that this automatically locks the other axleshaft to the carrier as well via the spider and side gears. The only downside is that you are putting twice as much torque on that one axleshaft between the two sets of splines if I understand it correctly.Wouldn't that mean only one drive wheel is always pushing the power when it's unlocked? It seems that would give some strange handling in both left & right cornering.
Unlocking this type of axle would not be the same as unlocking say an ARB & having a fully open differential.
no, it functions the same as the ARB. the Norsk design locks one axle shaft onto the differential carrier. if one shaft is locked onto the carrier, then the other shaft is because the spider gears cannot turn the locked shaft.Wouldn't that mean only one drive wheel is always pushing the power when it's unlocked? ... Unlocking this type of axle would not be the same as unlocking say an ARB & having a fully open differential.
they are humongous. I put 2 in my 818 and they literally make a world of difference. totally tear up any turf you drive over.
I love it.
no, it functions the same as the ARB. the Norsk design locks one axle shaft onto the differential carrier. if one shaft is locked onto the carrier, then the other shaft is because the spider gears cannot turn the locked shaft.
many locker designs actually only lock one side of the differential.
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