Therefore, a wheel cannot ever stop turning if the engine is driving it, but in a corner it can be forced to actually turn faster. Unlike a standard differential, the engine can never drive one wheel faster than the other.
The Aussie Locker is positive locking, meaning there is no slippage when locked. There is a mechanically solid engagement of all parts. In contrast a limited slip differential is not positive locking and does allow slippage and one wheel "spin up" i. Unlike some other types of lockers, the Aussie Locker has a locking and unlocking principal that is dynamic. Dynamic in that the more power that is applied, the harder it locks so it doesn't need large bias forces operating on it to keep it locked.
The bias spring forces are minuscule and can easily be compressed with two fingers. This results in a locker that is able to lock and unlock easily even when driving on extremely slippery surfaces like mud and wet grass. The locking mechanism is so sensitive that a wheel can be disengaged with one finger when a wheel is jacked up, off the ground.
The "Aussie Locker" engineering philosophy is based on two sets of opposing forces but simplified over other automatic locker designs. Basically there are two forces acting on the two gear sets. One acting to unlock the cam and axle gears by the gear tooth design and effects of the ground driven forces acting on a wheel when cornering. The other is acting to lock the cam and axle gears due to the camming action of the cross shaft and axle gear due to the 4 dimensional spiral cut cam grove with bearing surfaces under the effects of engine power Depending on the situation, the locker can either uncouple the driving gears i.
The Aussie Locker design uses a large number of very low profile teeth which collectively do all the ramping and the driving. Engine power is transferred through the flats of all 20 teeth at the same time rather than the original standard differential which has only 2 or 4 teeth driving at a time with all the force being transmitted between two points on the curved surface of the pinion and side gear teeth.
Then reverse directions on both tires. Truck has to be in gear or park as well. Also helpful if you tell us if this is a 4cyl or v6. Just drive it around til you get a chance to get it to a driveline shop. I am unsure about the Aussies but I know that for the Spartans very similar you have to remove the thrust washers.
I had this same problem with my spartan but once those thrust washers came out it was all good. Originally Posted by Robmills The thrust washers are still in there per the instructions. I didn't use the feeler gauges because I couldn't tell by the instructions where I was supposed to use them.
I wasn't too worried about it because one of the write ups on here said they didn't do it either because they didn't notice any signs of wear, I didn't notice any signs of wear either. Also this is a v6 3. I did the spin test both times and each time it didn't unlock. I don't mind driving around with the rear locked, my only concern is that since the locker isn't doing what it's supposed to be doing then what kind of damage could it be doing aside from not unlocking?
I'm going to search for a shop in my area that knows about Aussie lockers to take a look at it. Originally Posted by ryan4r. I helped a friend with his 4runner v6. He had the exact same problem. I was guessing the thrust washers were too thick but the stealer ship said there is only one part number that comes up for the thrust washers. So we ended up installing the locker without the thrust washers since no machine shops are open on the weekend to shave the thrust washers down.
Have u had any problems with your locker without the thrust washers? Do you wheel ur rig hard? My friend and I are kinda paranoid about not being able to follow the directions.
NO offense , but WHY dear god? WAY too much work to skimp on the technicals. Get it right or stay on the porch IMHO. If that shop really said "delete the thrust washers" I would be running away fast dragging my truck if necessary. All comment below is from doing lockers on the front IFS 7. That delete ADDS about. This gives equal power to both wheels even if one tire comes off the ground momentarily, so the tire on the ground continues to turn.
With both wheels constantly turning, the vehicle has equal continuous traction and is rolling forward whenever the tire comes in contact with a surface, no need for either tire to come back up to speed again.
There are two ways you can benefit from locking differentials on your truck: automatic limited slip differentials and selectable fully-locking ones:. While limited slip differentials are better for going off-road than a completely open differential, a locking differential that you can totally control is still the ideal choice for general off-roading. Some vehicles even include built-in limited-slip differentials; however, adding a set of lockers to your front and rear differentials will yield the highest degree of control over powering your wheels and the degree of traction you can expect from your truck.
Lockers harness all that power your drive train can deliver in a way that keeps your truck climbing with all four wheels. Locked axles give you the power needed to climb and conquer while avoiding those spinning wheels that get you nowhere! What Are Lockers? How Do Lockers Work? Limited Slip or Selectable Locking Differentials There are two ways you can benefit from locking differentials on your truck: automatic limited slip differentials and selectable fully-locking ones: Limited Slip Differentials — This is somewhat of a combination between an open differential and an automated locked one, great on snow, sand, and other slippery surfaces.
They are automatically controlled by the vehicle and will lock as needed, then unlock again for standard 4WD. Selectable Differentials — This involves fully-locking differentials that you must manually activate and deactivate as needed. Chevrolet Chevrolet Colorado.
Chevrolet Suburban. Chevrolet Kodiak
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