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Discussion Starter #1 (Edited)
I have modified the locker so it works directly without the springs and I have also made the arm 4" longer to get more force to it.
With the short arm it was really difficult to disengage.
The rig is for comps only and next up is the European championship.
So its important that I can disconect when I have to do front digs, but its even more important that I dont break anything.
Anyone of you had any problems with the locker?
Thanks.
 

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Does the diff still have the notched x-pins in it? From what I hear that's the week link.

I hear that the BW t-cases have a solid x-shaft, or Maxi Drive in Aus. has a N26 soild x-shaft for sale.

Sam Overton (on this board) did a great write-up on a drive-line disconnect a while back. There he speaks of his experience breaking the center diffs. IMO, it's not a common failure, but it does happen...At least in other parts of the world, as I have yet to talk with anyone in the states that has broken one (not that it hasn't happend). I think Tiz's <PPR's> rig had one break.

-D
 

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Discussion Starter #3
Thanks RockRover!

I'v done some testing today with the longer lever for the centerdiff, but it did not help me much..
I pulled as hard as I could (if it breaks, I want to break it at home) but it would not disconect under any pressure.
So tomorrow I will try out shifting it with air.
Then I can flip the switch a bit before the gate, watch the control lamp and hope for the best.
After the season the Dana 300 will be installed!
 

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No t-case is going to 'disconnect' under load except the Lovell (sp?) t-case. Their t-case is truly unique in that it will engage on the fly...at any rpm...front or rear. IMO the most advanced t-case you will find. And if your worried about durability in the comp world don't worry. It's proven itself over and over in US comps (and I'm sure around the world by now).

Down side you ask? Currently they offer it in a one-speed only. Rumor has it that they will have a two speed version released sometime.

The other downside is price. Just shy of 4K US $. Also there is a back-order now of several months.

In any event if your going D300, Atlas or LT230, you will have to unload the sucka' in order to engage front/rear/rear/front anyway...

However I'm sure you know that...Maybe I'm not understanding your issue(?)

--D
 

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Discussion Starter #5
I know that most transfers are difficult to disconnect but I'v never had a transfer as difficult as the LT230
Other transfers I had I could just pump the gas or turn the wheels from side to side.
But I hope the airsylinder will make it better:)
I will let you know how it works.
 

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Hmmmm. I've found that locking-unlocking the 230 to be very easy. One blip of the throttle and it's out. Well, I take that back. Once in Moab I had the diff-lock on way too long and bound her up something fearce. Took 100yards or so in reverse to get it out.

Other than the above, life's been real good with the 230.

--D
 

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Yes, it should engage and disengage easily as long as there is no load, so there is something wrong with yours.

The center diff is not very strong when unlocked.
 

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McNamara in Melbourne make a 1 piece machined cross shaft.

All the rockcrawling guys say that the LT230 doesn't reliably disconnect when doing front digs. Sam's (strangerover's) disconnect setup is the best option.

Nice rig - what are the specs???
 

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Great pic's on youtube 3D. Love to see some vid.

Anyway, you should seriously look into the Lovell t-case. By the looks of your tow-rig, two weeks of diesel would net you one! :)

Since your all about comps, why compromise on something as integral to winning as your t-case? Go Lovell and don't look back! Sure you can find LT230's a dime a dozen, so?

--D
 
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