Scott Brady
Founder
superpowerdave said:... Mountain Home ...
Nice.
I lived in Mountain Home from 93-96
509 W 3rd. N St., then on the AFB.
superpowerdave said:... Mountain Home ...
superpowerdave said:I guess my thoughts on that are that it sounds as though a lot of people here travel solo (hence the number of Spot purchasers) or with just one more rig. Without a big group to help when things get tough some re-thinking needs to happen on a build.
expeditionswest said:Another way to look at this is how the engineers specify the functional requirements for driver selectable lockers
Toyota E-Locker: Rear first, then Front. Front cannot be operated independently of the rear.
Mercedes G-Wagen: Center, then Rear, then Front. Front cannot be operated independently of the rear.
ARB Wiring Harness: Rear first, then Front. Front cannot be operated independently of the rear.
In all cases above, rear can be operated independent of the front, not vice-versa (without modification)
TeriAnn said:The important thing is that with my understanding of how my truck is built, so far it has never been a matter of if "I make it home". Its just been a matter of "when I make it home". Sometimes I think I'm at my best when in limp home mode, but I'm happiest when nothing goes wrong.
R_Lefebvre said:Well, my 2004 came with CDL. I have left the center open on some snotty muddy but otherwise non-technical roads, and the TC got along fine. But I can easily see how on technical climbs, the TC only is useless. Luckily for me I guess, the 04 has the best of both worlds. Lock the center diff, while still retaining TC to help torque distribution on each axle. The only time I ever saw a limitation, was on one steep climb which had a wash diagonally across it. The axles were all crossed up, I got the front axle through, but then the truck tipped alarmingly (for me) backwards. The TC only works when it senses a wheel spinning
superpowerdave said:My wife drove her bone-stock P38 on a pretty challenging trail just outside of Mountain Home and folks were amazed. While you have your reasons for not taking her off-trail, I hope lack of confidence in performance isn't one of them
(By the way, at that time she still had the EAS!)
I have to disagree with this, torque is the turning force produced by the engine which is distributed to the wheels via the transmission system. Open diffs will allow 100% of the available torque to go to the wheel with no traction... the path of least resistance. In the case of the LR ETC/ABS system the brakes will then be applied to the spinning wheel (assuming engine rpm is high enough) and hopefully force the torque to the other wheels which hopefully have traction. In a mechanical locker situation with CDL, locking the CDL will split available torque 50/50 front to rear so as long as you have traction on at least one axle (both wheels) you will maintain forward progress. This is where a cross axle situation can be a problem and why suspension travel is important to some extent (without going silly). Weight on wheels equals traction. If you get cross axled then with no weight on opposing front and rear wheels you will lose traction and all your torque will again follow the path of least resistance and spin 2 of your wheels. Best case scenario is CDL with front and rear locker, 25% of your available torque is mechanically driven to each wheel so as long as you have traction somewhere you can maintain forward progress. Traction is the stickyness of your tires to the ground for want of a better description.
kevb said:R_Lefebvre said:In fact, it is open diffs that supply EXACTLY 50% of engine torque to each wheel on an axle. The trouble with open diffs is that when one wheel is in the air, that torque may be exactly zero, which means that exactly zero torque can go to the wheel with traction, which means you can apply exactly zero engine torque or else the wheel spins.
I have to disagree with this, torque is the turning force produced by the engine which is distributed to the wheels via the transmission system. Open diffs will allow 100% of the available torque to go to the wheel with no traction... the path of least resistance.
kevb said:In the case of the LR ETC/ABS system the brakes will then be applied to the spinning wheel (assuming engine rpm is high enough) and hopefully force the torque to the other wheels which hopefully have traction. In a mechanical locker situation with CDL, locking the CDL will split available torque 50/50 front to rear so as long as you have traction on at least one axle (both wheels) you will maintain forward progress.
jfarsang said:Ditto.
Tires and rear locker are a great combination.
Winch and front lockers come after the rear locker on my vehicles.
expeditionswest said:When venturing into the unknown (i.e., not a day trip), always opt for a winch before a locker
That one comes right from the school of hard knocks. :REOutCampFire03:
Jason T. said:Which locker is best.....?! Selectable, automatic, Lincoln, spool, pneumatic actuation, electric actuation, manual engagement? He he he.....