This is a misleading post. Detroits do not slip and continue slipping. When the rear axle is being powered by the driveshaft the Detroit is LOCKED...and that's that. Kenny is right that with good driving they can be very tame. I ran then for years with no problems IN ROCKS on the street. When say you're decelerating and the rear axle has input from the tire slowing the truck, the Detroit is open. Approach a tight turn and lift and make you're turn politely. You will eat up tires if you drive aggressively has the locker will spend more time engaged. These axles are pretty tough and usually 48" to 53" will start stressing them along with a heavy foot. I've pounded these axles with 46" XML's and no sweat on the stock stear axle. I did have Ouverson double splined shafts and drive flanges on the rear.I knew detroit lockers slipped initially but I was unaware of continued slipping during off road use. Good points....
You know the ARB's would still need stronger axles.
That's because the axle could be loaded and VERY sprung. You jack it up like that or have a lug tool on it and that thing spings it would be like getting your thumbs caught in a backspinning steering wheel!!!
[media]] Youtube vid on the Detroit Locker No-Spin...what we install...how it works.
Lets say you pull into your parking spot by turning into it and your hubs are locked in and your Detroit quietly in action. When you turn one tire turns faster than the other-- with the locker they turn the same speed so axle parts have to take up some of that rotation. Usually it will build to a certain point then the tire will spin, hence chirping sounds sometimes in locked rear axles going around turns in like say a muscle car. You however have over 7,000lbs on the front axle and just turned in and the tires haven't effectively had a chance to try and squirm that sprung tension through the shafts and locker anywhere and you parked it. You won't be able to unlock the hub because there will be so much tension on all parts from hub to hub. Driving forward and back a truck length in a straight line will usually relieve the tension enough to allow the hub to unlock. Jacking up one tire s..l..o..w..l..y.. will help as you can allow it to slowly rotate a little and let the pressure off. If you jack it up real quick and it unloads quickly you could ask for other problems. Usually when a lockout hub won't unlock it's because there's pressure like this on it from the axleshaft. It's actually pretty simple stuff just take a moment to absorb as there's a bit going on.
You will need locking hubs to go with the DT. locker in the front.So has anybody ran the Ouverson Engineering lockers in the front and rear of a bobbed M35A2?
I’m ordering a set this week and was wondering how the truck performs off road with them. I’m running 395/85/R20 Michelin XML tires
The center piece of Eaton is a forged steel alloy and the OEM center and outside clutch dogs are made from 8620, the same thing as ring & pinions.Well the Eaton Nospin is made of cast steel.. OEM's Nospin is made is billet tool steel witch is much stronger and it's only about $30 dollars more than the Eaton ..just saying
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