I still cant see how the VC would change the outcome locked up or not. Its the centre diff that needs to be lockedQuote:
Originally Posted by mtb_gary
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I still cant see how the VC would change the outcome locked up or not. Its the centre diff that needs to be lockedQuote:
Originally Posted by mtb_gary
Wayne
Below is a copy and paste of the Luck8 project and the weld/lock of the VC. Not sure how practical this is in the bush should you break an axle or CVJ?
"project update
We have been racking our brains on how to lock the viscous coupling. There are a few ideas out there on how to make this possible but the expense is making it cost prohibitive. To make matters worse I don't know if the front output shaft is strong enough to handle being fully locked. But as the old saying goes when the going gets tough the tough get going. So we built a jig, welded the viscous coupling in the correct locked position and installed it in the transfer case.
https://www.aulro.com/afvb/images/im...013/09/378.jpg
By doing this we will be able to find out if the front output shaft is strong enough to handle the load put on it when the transfercase is locked. If it doesn't explode we will continue to look for viable options to lock the T case. The best way to show that the transfer case is locked on a Borg-Warner box is to pull the front driveshaft and see if the truck will still move, and thats exactly what we did in this video.
[ame="http://www.youtube.com/watch?v=tmSs_4Y1gO4&list=UUUnCLXtAqip_9qd-T1NenbA&index=2"]P38 locked center diff test - YouTube[/ame]
[ame="http://www.youtube.com/watch?v=tmSs_4Y1gO4&list=UUUnCLXtAqip_9qd-T1NenbA&index=2"]P38 locked center diff test - YouTube[/ame]
Your first take on the video maybe just a yahoo having fun in the snow, but when you really look at it our P38 is spinning the rear tires while the front tires remain stationary. This means the transfercase is locked and all the power is going to the rear output shaft without causing an explosion. I'm pretty confident that the rear will hold up okay. We have been driving the truck around as a rearwheel drive unit for about a week without any side effects.
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For expedition tested Rover gear Check out WWW.Lucky8LLc.com 716-898-8153 "
Where are you doing the work? I would be keen to help/watch.Quote:
Originally Posted by mtb_gary
Steve
Read the text of the videos, CENTRE DIFF LOCKED, the picture is the diff, ( I think) not the VC. the VC is not in the picture. The VC and Diff are separate components, I have changed a VC before, no chain involved, see the Pic of the VC, the big female spline goes over the splined shaft coming from the central DiffQuote:
Originally Posted by mtb_gary
heres the VC.
https://www.aulro.com/afvb/images/im...013/09/377.jpg
https://encrypted-tbn3.gstatic.com/i...aqukjvsoI74QUg
VC housing
https://encrypted-tbn1.gstatic.com/i...d6h0fruOKkAzdQ
The VC bottom right of the picture
Oh and if you want to lock the VC, just fit one that has failed, when they fail they lock solid and thats when you are likely to blow a CVJ
On the locked diff he will surely get drive to front and back at all times. Not sure how long the drivetrain would last on tarmac though. What we want is a switchable locking centre diff
At home in the garage (Mullaloo). If all goes to plan it should only take an hour or so.Quote:
Originally Posted by intheozone
Gary
OK, thanksQuote:
Originally Posted by wayneg
Gary
The car is back on the road :D.
My greatest concern now is what happens if I break a front CVJ or shaft if I am traveling solo :confused:
There are still a couple of errors on the dash, ABS (probably knocked the ABS wheel sensor when I was working on the hub). And an EAS sensor problem on the left rear that I acquired over the weekend.
For now though time for dinner and a well deserved drink or 2
:twobeers:
Gary
Well done, the theory is correct sadly. The ABS has got to be the sensor.
At least it was relatively easily fixed and not to expensive. Seems to be CV season.
Is your car Thor or Gems? I would like to think the addition of front traction control would ease some of the forces with a spinning wheel suddenly grabbing.
Great work getting it back on the road so quick!
It's the viscous couplings job to effectively lock the diff. It will heat up and lock the speeds of the front and rear output shafts of the transfer case, I.e. it will stop the diffing action of the diff.
Even though it's at the front of the transfer case its still splined directly onto the rear output shaft on it's inner spline, and it's outer spline forms part of the front output shaft.
When locked it can send 100 percent (or close enough) of the torque to either axle. They mostly fail locked up, but occasionally they will fail open. They don't need any resistance from an axle to lock, only a difference in rotational speeds which will heat up the silicon and lock the plates.
It would be interesting to see if you can jack up a front wheel, and with a brick in front of each rear wheel, drive forwards.
I've replaced three in the last few years and have noticed that just before they fail they get very weak, pretty much won't lock up, then within a few months they will lock solid.
So the viscous coupling goes weak before locking.. Hmm. Could that be why it wasn't doing its job with the broken front CV?
I was really under impression that even with the front shaft disconnected, that the difference in speed between the front and rear would cause the vc to lock and drive the rear to match the speed of the front. And vice versa. Here I just wasn't sure about how much heat and damage that would do...
But could a limp home with either drive shaft removed mean no drive?
Good to hear it's back on the road so easily and cheaply though :-)