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  #21  
Old December 15th, 2014, 05:10 PM
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Originally Posted by Z.G View Post
Very locked sir
Dang, that's surprising. I met him once; he's funny guy.
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  #22  
Old December 15th, 2014, 05:20 PM
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He doesn't use it very often, but SCARR got some heavy rain this year and turned into grease. Still had to winch
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  #23  
Old December 15th, 2014, 05:23 PM
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Very locked sir
I asked him not to use them, just teasing a bit, when he was showing some of us less experienced drivers some tricks. He complied.
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  #24  
Old December 15th, 2014, 10:20 PM
Buddy Lee
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Quote:
Originally Posted by LR Max View Post
I'm against selectable lockers. People either wait too late to engage them and THEN get into trouble, or just assume that their air lines/compressor/compressor wiring works and then get into trouble and oooohhhhhh you ain't got nothing.

You could do the Toyota 8" conversion. Those selectable lockers are more reliable, but engage them BEFORE you need them.

So many times I've been wheeling and on a hill climb and people wait until the stop forward motion THEN engage their lockers...but are still stuck. When locking it up would've just gotten them through. Also I had to stop and everyone else behind me. Now everyone is stuck. Good job...
The problem here is not with the selectable lockers but with the person using them. You have to know how to use them and understand what your truck is capable of. I make the call before each obstacle based on the condition if I'm going to lock before or after. If it's a steep slick hill climb that I could be awkward to slide back down. I'll lock up before going up. However, if it's a rocky area or smaller obstacle that will allow me to stop and lock w/o endangering myself or my truck I'll try and make it open first and will only lock after I start to get wheel spin.

I've run the following combinations in my truck Open/Open, TT/TT, TT/Detroit and now Selectable/Selectable. The last combination is by far my favorite, but it's also a dedicated trailer queen now and spends more time on the trail than the road.

But basically I agree with the comments that you should get to know your truck and how to drive well off road. There have been many times where I've gotten people past obstacles simply by giving them a couple of pointers.
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  #25  
Old December 15th, 2014, 11:20 PM
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I ran mine with a Detroit in the rear for a year then put the TT up front. It handled better with just the Detroit in the rear as I get some torque steer with the TT up front.
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  #26  
Old December 15th, 2014, 11:47 PM
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Quote:
Originally Posted by Buddy Lee View Post
The problem here is not with the selectable lockers but with the person using them. You have to know how to use them and understand what your truck is capable of. I make the call before each obstacle based on the condition if I'm going to lock before or after. If it's a steep slick hill climb that I could be awkward to slide back down. I'll lock up before going up. However, if it's a rocky area or smaller obstacle that will allow me to stop and lock w/o endangering myself or my truck I'll try and make it open first and will only lock after I start to get wheel spin.



I've run the following combinations in my truck Open/Open, TT/TT, TT/Detroit and now Selectable/Selectable. The last combination is by far my favorite, but it's also a dedicated trailer queen now and spends more time on the trail than the road.



But basically I agree with the comments that you should get to know your truck and how to drive well off road. There have been many times where I've gotten people past obstacles simply by giving them a couple of pointers.

Agreed...equipment is useless unless you know what you're doing
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  #27  
Old December 15th, 2014, 11:52 PM
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Like most people say, tires will make the biggest difference. Then learn how to drive off road. I've been open diff for 7+ years and have been all over the U.S. And Canada in all different situations. 31" or 33" Mid Terrain will make you unstoppable off road.
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  #28  
Old December 16th, 2014, 12:17 AM
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Thank you for all the input. I have absorbed about 95%. I just talked to my tire guy today and started the tire conversation for the next LR.

Sticking to subject at hand, I understand that when you lock a diff, it's like a straight axle- both wheels on the axel turn synchronize.

From my understanding (and experience with a LSD on a rear wheel drive car in the snow) one wheel slips and the diff transfers the energy to the wheel with the traction. I imagine that each manufacturer has a different design so they will run differently on the trail. Still the principal should be the same.

Where I am confused: what is a selectable? Is a 'locker' and a 'locking' diff the same? Toyota what? LSD going sideways on snow - that sounds like the opposite to what physics tells us a LSD does. And last are there different versions on LSD?
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  #29  
Old December 16th, 2014, 12:20 AM
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Here you go.
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  #30  
Old December 16th, 2014, 01:51 AM
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Thanks for the ARB endorsement.
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  #31  
Old December 16th, 2014, 04:45 AM
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Strangely it just occurred to me to ask - is there a clutch-type LSD available for the Defender?
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  #32  
Old December 16th, 2014, 07:40 AM
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Quote:
Originally Posted by sonoronos View Post
Strangely it just occurred to me to ask - is there a clutch-type LSD available for the Defender?
KAM do one.
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  #33  
Old December 16th, 2014, 08:58 AM
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Thinking some here need a refresher on how the truetrac can be engaged if one wheel is completely unloaded. This guy's SIII provides an example:
http://youtu.be/0uwpNpvsshQ
Or can distribute power applied as necessary:
http://youtu.be/lZmsY2YvVsc
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  #34  
Old December 16th, 2014, 09:08 AM
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That's why a later D2 with a set of truetracs performs pretty good offroad. The traction control and abs modulation help the unit lock up and give you that extra bit of traction.
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  #35  
Old December 16th, 2014, 10:08 AM
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Quote:
Originally Posted by down_shift View Post
Thinking some here need a refresher on how the truetrac can be engaged of one wheel is completely unloaded. This guy's SIII provides an example:
http://youtu.be/0uwpNpvsshQ
Or can distribute power applied as necessary:
http://youtu.be/lZmsY2YvVsc

...want.
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  #36  
Old December 16th, 2014, 10:13 AM
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  #37  
Old December 16th, 2014, 10:54 AM
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Quote:
Originally Posted by ini88 View Post
31" or 33" Mid Terrain will make you unstoppable off road.
Except in the Pit of Despair, when the lockers aren't working and the winch cable is broken
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  #38  
Old December 16th, 2014, 11:53 AM
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Originally Posted by ren ching View Post
except in the pit of despair, when the lockers aren't working and the winch cable is broken
hahaha.
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  #39  
Old December 16th, 2014, 01:05 PM
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It really depends what you're after, but IMO there is no argument that a Selectable locker rules. I can't think of any situation where a selectable would not be as good or better than an auto-locker or LSD.

I run Ashcrofts front and rear off a Puma compressor with 1.5 gallon tank and pneumatic switches. The only time I've had a failure is when I installed the airlines too close to the exhaust headers and blew a line. Though it was my fault, I did have spare air line and push-to-connect couplings so in about 2minutes I had my lockers back.
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  #40  
Old December 16th, 2014, 01:13 PM
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Quote:
Originally Posted by fishEH View Post
It really depends what you're after, but IMO there is no argument that a Selectable locker rules. I can't think of any situation where a selectable would not be as good or better than an auto-locker or LSD.

I run Ashcrofts front and rear off a Puma compressor with 1.5 gallon tank and pneumatic switches. The only time I've had a failure is when I installed the airlines too close to the exhaust headers and blew a line. Though it was my fault, I did have spare air line and push-to-connect couplings so in about 2minutes I had my lockers back.
I would say LSD is better on off camber sections as well as medium speed snow/sand
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