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welding spider gears


The distance the inner tire travels is 2 times pi (3.14) times the radius of the turn. The distance the outer tire travels is 2 times pi times the radius if its turn (which is about 5' more than that of the inner tire).
 
Inside turning circumference = 2 * pi * radius.
Outside circumference = 2 * pi * (above radius + 5') [typical track width is about 58" or so]
Do the algebra out and youll see that the outside tire turns about 10pi more per entire turning circle than the inside. So on a 90deg. curb turn, the outside turns an extra 8' over the inside.

God, I love math. :icon_hornsup:
 
Even though there is a lot of differentiation required on a turn, in practice my welded rear worked very well on-road as a DD and I did not have excessive tire wear.
 
Well it's not like you're gonna smoke a set of tires in a week or anything. But, inevitably, you will wear them out a pretty fair amount more quickly than with a normal diff.

I'm sure it will turn alot of heads when you chirp the tires turning :) If you keep up with the rotations and whatnot I don't see why you'd really have any adverse driveability problems with the tires. Rotate them regularly and they should be fine.
 
Lets put it this way.. I have 30,000 miles on the front set of tires that were on the truck. They are at half tread. I put new tires on the rear when I welded it. In a year of driving it maybe 30 miles a week, plus about 100 here or there for wheeling trips, I wore 25% of the tread off in that year..
 
can you turn the locker on and off with a switch if it is not an air lockerd?

well i guess what im saying is, how does a locker work?
 
No. A lockrite is automatic and will make a ratcheting sound when turning corners. The only ones you can turn off and on manually are either pneumatic or electric.
 
Auburn, Eaton, and ARB are the three selectable lockers that I know of. They're designed to be posi in the 'off' position, then a solid locker when they're engaged.

A Lockrite is just like a conventional Detroit locker. It works on centrifugal force to determine whether the wheels are spinning at such a different rate that it needs to engage. I've heard a few engage in such a way that it sounds like the rear end just blew up (HARSH engagement), but that's just how they work. And yes, most of them ratchet when you are turning on the street.
 
A Lockrite is just like a conventional Detroit locker. It works on centrifugal force to determine whether the wheels are spinning at such a different rate that it needs to engage. I've heard a few engage in such a way that it sounds like the rear end just blew up (HARSH engagement), but that's just how they work. And yes, most of them ratchet when you are turning on the street.
That's the Gov-Loc (a.k.a. Grenade-Lok) you're thinking of.

A Lockright is nothing more than ratchet mechanism that allows the tires to "overrun" the speed of the ring gear for turns, but locks up (never allowing a tire to turn slower than the ring gear) when going straight (or when traction is needed).
 
That's the Gov-Loc (a.k.a. Grenade-Lok) you're thinking of.

A Lockright is nothing more than ratchet mechanism that allows the tires to "overrun" the speed of the ring gear for turns, but locks up (never allowing a tire to turn slower than the ring gear) when going straight (or when traction is needed).

Yep, Lockrights use an egg shaped hole where the crosspin passes through the drivers, when torque is applied the crosspin forces the the drivers outwards and they engage the couplers.


Also v8Rangerboy, The only selectable locker that is also and LS is an Auburn ECTED, and they don't actualy lock, they just get tighter, I've heard several cases of them slipping. Also dont forget the OX locker, it's cable actuated.
 

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