Additional Traction - at cross roads with options.

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Originally Posted by Dorian

perhaps just nit picking but an ATB is NOT a limited slip diff , provided that you have some resistance on the spinning wheel it will send the torque (hence power) to the slowest spinning (most traction) wheel. Granted a wheel in the air means it's the same as an open diff, but a bit of brake can fix this. (I've got traction control so other than when I had a play with some fuses out I don't have a huge amount of experience with it)

Mine has ATB's all round but the front went in about a 18 mths before the back, and then a year and a bit later the centre was done. I mainly do sand and gravel, the ATB in just the front made so much difference, TC light came on so much less, but that's all be said before.

I've only driven a Hilux with a rear detroit in it and then only for a few days but the change in steering in medium sand and dirt roads was not something I enjoyed but perhaps you'd get used to it. Soft and hard sand I hardly noticed any difference.

Regardless of the rear decision id be vote for an ATB in the front.

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Thanks Dorian.

But still ATB is just one of the limited slip differentials.

The definition of Limited slip differentials is a device limiting maximum difference between two wheels

This includes torque sensing Lsd. And ATB is one of these. To be more exactly this category has two subgroups. One is helical gear Lsd (where ashcroft ATB sits). The other is cltuch type.

Also there is viscosmus Lsd. Which I think it's similar to a torque convertor that utilise the viscosity of heavy oil to limet the difference..

P.s.i think ATB is actuaually a commercial name registered by Quaife? Because the other helical gear Lsd are called torsen or Truetrac. Whatever the names is , these are gear driven lsds.

Cheers
Martin

Thanks Slunnie....

Just checking the Ashcroft website, it doesn’t appear they do an air locker for a Sals.

Also looked at a review of the Elocker by Stefan, really interesting and their locking mechanism allows them to unlock momentarily when changing wheel direction which I suspect may potentially lead to problems in the situation or later in the life of the locker. .

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Originally Posted by Slunnie

Also looked at a review of the Elocker by Stefan, really interesting and their locking mechanism allows them to unlock momentarily when changing wheel direction which I suspect may potentially lead to problems in the situation or later in the life of the locker. .

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Interesting.....

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Originally Posted by weeds

Thanks Slunnie....

Just checking the Ashcroft website, it doesn’t appear they do an air locker for a Sals.

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Simplifies the decision making. I'd keep whole system the same F&R with ARB, although I'm sure an Ascroft front would plumb straight in, but ARB F&R is just so simple to do and its all the same then.

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Originally Posted by Slunnie

Also looked at a review of the Elocker by Stefan, really interesting and their locking mechanism allows them to unlock momentarily when changing wheel direction which I suspect may potentially lead to problems in the situation or later in the life of the locker. .

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Harrop Eaton E Locker vs ARB Air Locker vs TJM Pro Locker REVIEW [2018] | ALLOFFROAD #142 - YouTube

I have a Td5 Defender with a rear ARB and a front Ashcroft ATB my previous V8 Stage 1 had a Detroit No Spin in the Salisbury.
The ATB is a good thing but its not a locker but it helps particularly with Traction Control more a comfort knowing that doesnt have a pathetic cross pin to break.
The ARB has been perfect no issues at all.
The Detroit No Spin was good but had its issues, they DO add additional backlash into the system people will be along to say this is not true if you read the documentation it will tell you that they do. Its not the crown wheel to pinion backlash but in the operation of the detroit itself.
A Detroit has peculiar effects on handling particularly when driving accross a sandy side slope this can be a pain driving along a beach.
Detroits occasionally will give an underwear changing bang when turning not a problem but scares you when it happens, many times I thought I had broken something but it never broke. The axles on the other hand needed to be heavy duty to cope.

I would have any of them but a controlled locker on the rear is a good thing, as is a Detroit the ATB on the rear not so much in my opinion.

Do you NEED to do anything to tour around Australia in a Defender No not in my opinion been doing it since the 1970s without the actual need for additional traction just drive accordingly.

Weeds
Off subject but buy yourself a reco kit for the ARB compressor if you are using it for the rear suspension
I find that they fail regularly
They are simple and cheap to rebuild but if you are not carrying parts it will become an issue

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Originally Posted by weeds

Yes what is the definition of over-landing/touring? Different for everybody.....I don’t chase hard tracks but they may pop up on journey....... It’d be a shame to be in the middle of Kazakhstan going somewhere awesome and open diffs with OEM axles prevents me, kinda log way to turn around.

If I go a selectable locker and it doesn’t get used at least I have confidence it’s there if needed.

If I go an unlocker I guess it’s in play all the time.

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Yes being prepared for every eventuality is tempting and deciding where to draw the line is as difficult as defining overlanding! 😇

Sometimes turning around is the best option too! But of course I get it...often you can’t!

Kazakhstan would be awesome overlanding. 🙂 I’d take my stock Defender there too.

All the good advice here so far suggests an ARB rear locker, Ashcroft ATB centre. 👍
Front? Meh, maybe that’s where the definition of overlanding ends and hard tracks begin? 😇

Another positive on Slunnie`s point is with selectable you have the choice of engaging going down steep hills which i do often with the chance of lifting a rear wheel and loosing traction down hill [wink11]