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Quite possibly someone that has actually done it will pipe in and correct/contradict me here but....
I think you're grasping what I'm getting at.
, so if someon out there had plenty of money and dosnt feel like sharing with the rest of us but likes to tear things up no-matter the cost. I would want to see some how a way to test the limits of torque or repeated stress on the mechanical lockers.
I don't understand some of your questions given the fact you have experience with lockers and spools. ??after taking a long while to read this i couldnt help but notice that its opinions. Not to bash anyone but I like facts, Im sure lots of other people do to. Hopefully I can add a couple facts for you.
First has anyone on here broken any of there shafts,carriers,spider gears,spool... from binding on tight turns on pavement or is everyone asuming that it is creating more wear and tear than it realy is. And if so how long was it till they scattered or under what payload. People are not breaking parts and it isn't an assumption that more wear and tear is created. You're physically dragging/scrubbing tires/an axles to turn. Pull the bed off and watch the suspension react when you turn and you'll never question the forces at work on the rear tandems again. A non-overload condition won't break things for a long, long time. <--Sorry, last sentence is opinion based on knowledge.
I liked the info about how the Detroit locker works but still am a little sceptical on if it realy lets the outside tire spin faster while keeping full power to inside slower tire. I thought at one time on a 4x4 site i saw a link for some company's limited slip/locker working video but have no idea where i saw it at, so what im getting at is does anyone have a link to such video or posibly does anyone have the setup(DL and some way of applying power and spinning one tire faster freely) and capable of video-ing it for us. Nobody needs to do that. You need to understand exactly how the Detroits and OEM lockers work. When you have input FROM the driveshaft into the rear (like driving under power forward or reverse) the locker is 100% locked and you will get ZERO slippage or speed differential between the tires. If the right tire make ten turns, the left one will too. Now, when you have input FROM THE AXLESHAFT into the rear (like decelerating and engine braking) the locker is 100% OPEN. That's how they work plain and simple. I've installed them, driven them, beaten them, and like them. Yes, a selectable would be better and offer less tire wear, but people outside the big high horsepower mud guys or an occassional rock buggy are breaking these.
Right now im in the process of puting in an airshift case since i no longer have power in forward or reverse out of my sprag case and just happend to have one in a spare truck. Great, they're nice. Now you'll be able to put a locker and lockouts on your front axle.
What I would realy love to see like any man would be destruction
I can say from first hand expierence that even in a light mud toy both locker and spool make it harder to turn, spool excessivly, when you have manual stearing and still noticible with hydraulic steering and spool.
hmm some explaining is in order, I guess I didnt read over my post enough after changing throughout wrighting it.
I thought as Oldman said that while being powered the faster spinning tire would unlock (being why i thought everyone said DL was superior over any locker) but seems other people on here and other companys state that it is while coasting that they(detroit and others) unlock.
IMO It will drive and handle just like it would if it were open since there is no way to bind up between tires on the opposite sides of the akle. HOWEVER I think you could possibly have a problem in the future if your the kinda guy who likes to ram and jam, you would be putting all the stress of accelerating on the same axle/tire and in theory twice the torque it would normaly be under. Take an axle, we'll say it has a spool, if ya put X ft/lbs into the axle then half of the torque will go to each axle/tire, now lets say you have a single lock out, all the torque is going to go to the axle/tire that is still attached to the spool, while the side with the lock out is compleatly free to do as it wants. Ok now for people that like numbers (actual ratios could be wrong did a rough search, this is just to show idea) we'll say 1st gear, low side, one lockout, bobed duce. Trans ratio 6/1, t-case assume its 2/1, axle which is 6.72/1 so after some math you come up with 80.64/1, since torque is also multiplied the same way and if you have 300ft/lbs it becomes 24,192 ft/lbs, if two tires are powered then
(unbreakable comes to mind)
. My idea on how to plumb the ARB is to just run it off the same line as the transfer case since if I spin out and switch in the front axle im probly going to need the extra tires in the rear too, and somewhere down the road plan on a third locker for the middle axle.
for a front axle, yes. for a rear axle, this is true as you pointed out, but there is still a mileage increase by preventing the rears from 'scrubbing' and fighting each other while driving and turning.
I agree. There is SOME benefit. However, there will always be scrub on tandems, powered or not. I just think the marginal benefit is not worth the cost. For a man on a budget, I would start with DLs in both rears and lock outs in the steer (leave the diff open). then if there is a later need for more, put a DL or selectable in the steer axle. I would imaging even with ONLY 5 wheels turning, a deuce will do pretty good in many situations. Mine has surprised me on the places i took it with all diffs open. I can only image with all 4 rear wheels turning what it would do. If i had money, i would do ARBs in all diffs.
Yes I imagine it is!!
