First off, thank you for mounting the camera on a fixed base. People don't realize how many headaches it causes with those head worn cameras. By the way, nice K5.
Thanks for the video! Just started looking into options for doing a lunchbox on my 2wd frontier to give me the added ability to get home from camping trips lol. I hit subscribe!
Great video my friend. Thankyou for taking the time. I just installed it in a full time 4wd Hiace in the rear and I havent driven in the rain yet and I was worried. Good to know it drives and acts like a normal LSD. My one is the Autolokka and doesnt have synchros like yours so I do hear the racheting on the rear when turning. Straights and bends are totally quiet
I have a Spartan in a 2wd obs tahoe. It has its quirks on the street but it's a great option if you don't wanna spend the money on a selectable. Even only with 2wd it's amazing what a locked rear can do offroad.
I think that wiggle is the torque steer. it will do the same thing if you have really good traction with an open diff. But most just slip a bit or don't hit the gas hard or long enough to really notice.
started watching and was very confused because I realized right where you were at when you got to the skatepark, wasn't expecting to see a video from here!
I did notice on my Jeep that going around a sharp turn on bare roads with the lock right that it would disengage for the turn and once in awhile after I would straighten up it wouldn't engage all the way it would only half engage the n all of a sudden it would fully lock up and it would make a very very loud bang
Yeah. It surprised me how well mannered it is. I don't hear any ratcheting, driving in the snow and rain is fine, highway is fine. I would buy it again. I do daily drive the truck. It's not as smooth as an open diff. Obviously. But it's close. Out of 10. Maybe a 7 or 8 for road use.
Quick question I drive a 88 Chevy c1500 2wd would you recommend the no slip locker for a street truck and also if you installed it yourself how hard was it? I do all my own automotive repair from light to heavy line work but have never really messed with differentials which why I ask. Any info will be greatly appreciated and thank you.
Depends. It won't be as smooth as what you have now. If you try to make a sharp turn from a stop. It will lock. Reverse can be harsh when it locks. Sharp corners are fine if you are light on the gas. Other than that. Normal road use feels fine. Maybe 7 or 8 out of 10. As for installation. Not hard at all. There are videos on RU-vid that show how to install it. Took me 2 to 3 hours because it was my first time working on a diff. Plus I marked my old stuff just in case I have to put it back in. You shouldn't have to remove your carrier. Just the center pin and the bevel gears. And swap it out. That's it.
@@GOD719 I agree with everything except u forgot tight turns in small lots can be really bad especially going forward to reverse and turning. Makes a scene.
Why doesn´t your locker make the banging sound, that I see (hear) on some other "review" videos for similar locker? I´m trying to decide if I should buy one for my -96 4x4 Ram or not. I do NOT wanna hear banging (prefer without clicking also) when turning, but if it works as smooth as yours I might go with lock right.. Can anyone say if it´s failure in assembly, when it bangs? Thank you. Very nice truck you have and sounds beautiful. Thanks for very informative video.
Wait a second, did I just mess lockers up. No Slip and Lock Right are different things aren´t they? I´m still learning. Now I want No Slip, but couldn´t find it for my Dodge. Well, looks like I continue studying these things couple more days..
The No Slip is the 2nd generation of Lock right. From what I heard. The dowel pins on the No slip are fixed and bigger (stronger) compared to the pins for the lock right. I don't hear any clicking while driving. The only time I hear clicking is if i lift the truck off the ground and spin the wheel by hand. Out of maybe 30k to 40k miles. I had 4 to 5 "pops". But you have to crank your steering wheel. Put it in reverse, then drive, then reverse. Turn the other way. That's when the pops happened to me. I also use 80-90 gear oil in the back. Which probably helps with the clicking.
@@GOD719 Thanks for info. I then try to find the No Slip version. I just can't find it with "spline quantity 32" (not sure how you say it in english..) for Dana70. Quess I keep on searching. Thanks!
If it bangs loud then the gap tolerance is wrong and needs shims. The gap tolerance is very important with these lockers. Sometimes the carrier is even too tight and sometimes the carriers are worn too much. Torq industries makes shims so just replace the thrust washers if your application call to keep them and double check the gaps at install. The no slip has springs that press against the center pin and makes the engage/disengage quiter than the lock right. The shear pins or dowels you refer to are only there too keep pressure on the drivers so making them bigger is no benefit. They are designed to shear, break off and stay in the drivers. That locks the rear as a solid unit to prevent you from being stuck somewhere. Those pins shouldnt have any force other than pressing the drivers out to engage, if the gap tolerance is incorrect and binding occurs, that is when they shear and lock the axles together solid.
is it ok to drive with lunchbox locker? like if mostly driving in the street and maybe once or twice offroading? i was thinking of having front and rear on my fj80.
I drive this truck everyday on dry and wet conditions. It does have its quirks. When taking a turn it can be a little jolty feeling. Nothing crazy. But it's not a open diff. I would say maybe 7 out of 10 for drivability. You will only notice it on sharp corners from a stand still. Or when it rarely pops.
It feels fine. Not as harsh as some people say. I think the grip from dry pavement helps prevent it locking in turns. So it seems a little smoother than in the rain, I think. Its fine in both conditions though.
I just installed the Spartan on my TJ Wrangler I feel like the front tire popping up off the ground when I take off in first gear like so much traction and twisting is that how yours feels dry
Have you felt the need to get a front locker? I just got this same locker for the rear of my 2001 tundra, I drive 2wD most of the time and i live in california so Unless I'm in the mountains, snow isn't an issue. I do have the itch to get a front locker because why not but I may wait on it for now.
Yes...But. I can't do it with this truck. I believe it has a 8.25 gm front diff. Which is made out of aluminium and it's a clamshell design. I read, with enough force, it will split open. If I had axles front and back. I probably would have gotten a front locker.
Hey I'm considering a locker like this in my daily driven 1994 F150 that I use off road most weekends. Do you think it's worth it or is it just too aggressive for street use?
You will hardly notice it when you are moving. The only time it locks is when you take a sharp turn, while on the gas. It does lock hard in reverse, if you hit the gas too hard. It's all about throttle control. Other than that. Driving it daily is fine. I don't know about other brands of lunchbox lockers. But I got the no slip because they said it was more road friendly. It's almost like an open diff. Until you take a sharp corner. But if you are easy on the gas. It won't lock in sharp corners either. I can't speak for others brands.
No. It's like having a limited slip. If you punch the gas. You will spin both tires. If you drive normal, you will be fine. For the rear axle. I don't know how a front locker would handle.
Except my shocks have less than 40,000 miles and the truck is a heavy half. It's a 1500 with 3/4 ton running gear. The leaf springs should be fine. It only started doing it with the locker and new tires.
@@GOD719 It's because of the locker/leaf spring combo. That's why hot rod guys add traction bars, to alleviate a lot of the twist inherent with leaf springs. It's just the nature of the beast. Your setup is fine for off-road/standard on-road driving. As long as you're not going to drag race or screw around in parking lots with your truck, you don't have to worry about "smooth" burnouts.
I am surprised to see how many people do not know (or understand) how a lunchbox/detroit/aussie locker works. Many questions are asking the same thing just using different words. I hope my explanation will clear things up: The Lunchbox locker has 2 operating modes. 1. Soft Locked (Amount of lock tension controlled by 4 small springs) 2. Hard Locked (Controlled by the King Pin - or rather by the amount of movement it is allowed to have) Yes you read right, the locker is basically permanently locked. Albei soft locked. The reason for that is simple. The lunchbox locker is not a differential as such. It does not have differential (spider) gears at all. It accomplishes the different rotational speed (between the wheels) by using a set of gears with beveled teeth. This teeth MUST "slide" on top of each other (in order to accomplish the differential action)! The force needed to let the gears slide past each other is controlled by a set of 4x small pusher springs. The stronger this springs are the more difficult is for the gears to slide on top of each other. Now you might ask, why not remove the little springs and have a fully open differential? That will be a very bad idea because if power is applied, the King pin WILL FORCE a Hard Lock and if the difference in wheel spin is large then you can say "Bye Bye" to the beveled gears. Such a large wheel spin difference does not readily occur when driving around in town but if you climb a hill on uneven ground (axle twisters) the following can (and will) happen. One of the wheels will end up not touching the ground at all while the other will be on the ground. Now, for the Kingpin to Hardlock the wheel there must be a force holding back the wheel. But if the wheel does not touch the ground there is nothing to hold it back, therefore the King pin will not be able to lock that side of the axle. It that case the wheel will not turn at all (or turn very slow). On the other hand, the wheel firmly on the ground will be locked and therefore spin at high speed, trying to get you out. If your vehicle eventually is moving forward and the free wheel touches the ground, the Kingpin will IMMEDIATELY "lock it" and BOOM there goes your beveled gears (because one side is rotating at high speed and the other side is standing still). Yes, the beveled gears are made to slide past each other but not when the difference is large and ESPECIALLY NOT when Hard Locked by the Kingpin. (Keep in mind, the KING Pin is ment to "Force Lock" your axle on both sides and prevent the beveled gears slide past each other) To avoid this scenario, the 4x springs keep the lunchbox locker "locked" but only by the tension of the springs, which are not too strong and allow the beveled gears to slide on top each other. Hence Soft-Locked. Furthermore, because the locker is "Soft Locked", it is still locked - which means the difference in wheel spin will NEVER be that high to begin with! And finally, the lunchbox/detroit/aussie locker ONLY acts as an open locker when the beveled gears slide past each other. Fortunately, most of the time the wheels are rotating at the same speed(or almost the same speed) and there is no need for a differential setup. The lunchbox/detroit/aussie locker makes FULL USE of this little known fact.
