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Thread: Only one locker, what better front or rear?

  1. #16
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    yes i understand and think you are 100% right. good to know i can go with the high pinion D30 on the front, add that to my list. i am sorry if my terminology is confusing. I agree.

  2. #17
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    Quote Originally Posted by Heg View Post
    yes i understand and think you are 100% right. good to know i can go with the high pinion D30 on the front, add that to my list. i am sorry if my terminology is confusing. I agree.
    Traction, articulation, and gearing make a good off-road rig. Just a big lift, wide mud tires, and a winch simply do not ;)

  3. #18
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    Quote Originally Posted by Heg View Post
    yes i understand and think you are 100% right. good to know i can go with the high pinion D30 on the front, add that to my list. i am sorry if my terminology is confusing. I agree.
    HP30 is viewed by some to far superior. The YJs had high pinion also.
    --
    Agnes - 1995 Jeep Wrangler (YJ) - 4 cylinder 35" MTRs, SM465, RockTrac, 3.5" Black Diamond Suspension SUA, Ford 8.8, HPD30 w/vacuum disconnect w/4.88s, ARB lockers front and rear, front shackle reversal, rear revolvers, lotsa skids, Bullet Proof steer modified, Mastercraft seats with PRP 5 point harness
    Ruby - 2016 Jeep Wrangler Hard Rock Rubicon - bone stock except for Rock Hard skids, diff armor

  4. #19
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    Here's something you may want to consider outside of the pull vs push discussion. When considering an auto locker for front axle application I was informed by the tech at PowerTrax that they strongly recommend a CAD or unlocking hubs. The technical jargon he gave me was "the locker might encounter a reference it doesn't understand". What that means is that it's possible that the locker could stay engaged when you don't want it severely hampering steering control. When searching web for this I did find some accounts of people who had this happen in particular when cresting a hill and immediately going into a downhill bend. My guess is that in these accounts 4wd was engaged but the warning from PowerTrax applied to both 4wd and 2wd. At the time I didn't have a CAD and ran the lockrite that way for a year without issue. I now have lockers front and rear but do now have CAD in the front.

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  5. #20
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    OK, I can't put my finger on it -- What is CAD in this reference?

  6. #21
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    Center axle disconnect. Not sure the operation though it separates the axle shafts, but it was intended I believe to save wear on the front axle and improve fuel mileage. And being vacuum operated, suffered failures. In a typical Jeep fashion, they decided to hop on the recent "retro" bandwagon with the rest of the auto world, and they decided they would bring it back for the JL.

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  7. #22
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    Quote Originally Posted by Heavyopp View Post
    OK, I can't put my finger on it -- What is CAD in this reference?
    A Center Axle Disconnect has a two piece axle shaft on the long side of the front axle that engages and disengages with a vacuum operated clutch. It's on the passenger side in the case of XJ and YJ Dana 30. If you don't see a cast housing opposite of the differential housing you don't have it.

    The CAD warning for auto lockers has to do with the function of allowing the front driveshaft and tcase chain to not spin in 2WD, reducing drive line vibration at speed. It depends on the spider gears to work, so with an auto locker the driveshaft and tcase chain will spin.
    Mary Anne: 1988 YJ, 258, Weber 32/36 DGEV, AX15/231, 4.11 HP-D30 & non c-clip D35 w/Truetrac, 33" KO2's, BDS 2" lift, a bunch of skid plates, Warn 9.5ti

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  8. #23
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    Guess I had a brain fart -- I know exactly what it is

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