Thread: No drive

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.



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.
__________________
For expedition tested Rover gear Check out WWW.Lucky8LLc.com 716-898-8153 "

Originally Posted by mtb_gary

We should find out tonight one way or another. I have just picked up the CVJ and shaft from Linnrover. Tonight all being well should see it fitted and tested. One part of me hopes it does not solve the problem as this is a rather disconcerting revelation should you happen to break an axle/CVJ out in the bush, but I am along Wayne's thought, the central VC diff is sending the power to the point of least resistance.....the broken axle. The other part of me hopes it will be fixed so that the job is completed. I'll post the results as soon as I've got it fitted. Gary

Where are you doing the work? I would be keen to help/watch.

Steve

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.



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.


P38 locked center diff test - YouTube

P38 locked center diff test - YouTube

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.
__________________
For expedition tested Rover gear Check out WWW.Lucky8LLc.com 716-898-8153 "

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 Diff
heres the VC.


VC housing

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

Originally Posted by intheozone

Where are you doing the work? I would be keen to help/watch.

Steve

At home in the garage (Mullaloo). If all goes to plan it should only take an hour or so.

Gary

Originally Posted by wayneg

Read the text, CENTRE DIFF LOCKED, the picture is the diff, not the VC. the VC is not in the picture
heres one.

OK, thanks

Gary

The car is back on the road .

My greatest concern now is what happens if I break a front CVJ or shaft if I am traveling solo

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



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.