Engine/Transmission (1998.5 - 2002) Front axle disconnect gone

[boomtown]

Low Cost DISCO kit for the 2002's

The diso kit at Remco Towing is an interesting concept and has been used for some time to disconnect drive shafts for towing. Take a look at this web site http://www.remcotowing.com/main.html



I've not pursued this option, but I'd bet a drive shaft shop could make us a replacement shaft for the front axle that could utilize this type of system.



I'd sure like to know if anyone has tried or is going to try this option.

 

[rspinks]

cmccracken, you should be able to run a LSD or locker in the front with no problem (unlike the CAD trucks). There will be some steering/handling quirks versus an open front diff, especially with a locker.

 

[rujpn2]

Originally posted by rspinks

cmccracken, you should be able to run a LSD or locker in the front with no problem (unlike the CAD trucks). There will be some steering/handling quirks versus an open front diff, especially with a locker.

This is not true. In my Jeep, I run a Detroit Locker in the front axle. The only time you notice anything at all is if the wheels are turned to full lock. At that point, you hear the clicking of the locker releasing for the turn. This is in 2wd. You will notice it there when you are in 4wd though.



You mentioned the air locker as a no go(ARB airlocker). The units for the Dana 60 are very sturdy and hold up to quite abit of abuse. Check out some of the rock crawling competitions, should show what will last and what will not. The key to having an ARB work, is to have it installed correctly. I have seen shops that are good with gears, do a hack job installing an ARB. There is more to it than changing the carrier. Find an ARB shop to do it right.



Another option is the Ox Trax . It is a cable activated locker. There is a cable routed from the locker to the interior that engages and disengages the locker. I do believe the company that makes them are in prototype of an electric engagement setup. I do know of an air engagement setup that can be added to the Ox Trax for around $50 in parts. The only bad thinng, it is not yet available for the Dana 60. Just some other options.

 

[MidwestMotorman]

Lockers and ice

You definitely will notice the locker up front if you get on ice, and more so if you have the limited slip rear. The handling quirks are shown when on hard loose surfaces or when at max steering situations.

 

[cmccracken]

It looks like the best solution would be an ARB locker. Unfortunately, its also the priciest. It sounds like if I go for an LSD, it may be funky in 2wd, and will certainly be funky on ice in 4wd. Sounds like for all reasonable purposes, manual hubs are not an option. Ox lockers look awesome, more trouble-free than ARB's, but they only make them for small axles. The comment about finding a good shop to install the ARB is dead-on with what I've heard elsewhere. I plan to have an on-board air system before the end of the year, so that should make it easier for the shop if its already setup. There's a couple 4wd shops in the area that have experience with ARB's (I've already called around). Unfortunately, the labor cost for a good shop to install one is almost as much as the unit itself (ouch). Also, it seems that it would make a lot of sense to get new, larger MT's before adding a locker, and those 315's will require the 2" coils, which will require new Bilsteins and a DT trackbar... . Start saving pennies, I guess (noone I know really NEEDS Christmas presents as much as I need BOMB's, do they?).

 

[Roger rodbolt]

Front locker and CAD

I have an ARB locker in the front of my '98. It's pretty much useless on hardsurfaces unless you only go straight. I do have additional positive caster which doesn't help but with the CAD engaged and even in 2wd, ARB locked it steering is terrible!!. (I use a vacumn 2wldr low switch which allows the CAD to be engaged and without the transfer case, great for backing trailers). I think that members with 2002 truck would not be happy (or safe) with a front locker. I sled pull with this truck and haven't broken the CAD nor have any of dozens of other pullers that I compete. I can't imagine rock crawling with the weight of a Cummins on the front axle but I'm told the outer axle fails not the CAD. (The sleeve on the disconnect looks to be the weak link in the CAD as it made out of potmetal, could easily be made out of steel, though) Trucks without the CAD have noticably more friction/drag due to turing the ring & pinion through gear lube and spinning the front drive shaft. With winter upon us, synthetic lube should help fuel mileage for those without the CAD and to a lesser extent those with the disconnect. Any TDR member considering a front locker is welcome to drive my truck before you buy . Larry

 

[boomtown]

Milemarker- selective drive discontinued

RSPINKS- Bad news on the Milemarker 'selective drive' option. I just talked to John at Milemarker and he told me they have phased out this product and no longer have any inventory.



I also would like to use my 4wLo gears on hard pavement for moving trailers around and thought this might be a viable option. Milemarker says the thing just sliped too much off-road and there was just not enough market for the product.

 

[rujpn2]

2wd Low

There is a company called JB Conversions . They are big New Venture transfercase dealer. I know the NV231 in the Jeeps have a 2wd low kit. I wonder if you could contact them about making one. Should be very similar in layout, just large for the larger T-case. I did not see one for the NV 241 on their website. However, if there is enough interest, they might work something out.



Also, Advance Adapters sells a new transfer case that is all gear drive. They call it the Atlas. There are three versions, the Highlander (3. 0:1 low range), the Atlas II (3. 8 low range) and the Atlas III (4. 3 low range). There is a twin stick option for this case. It gives you two levers that control the output range of each axle. You could have 2wd low, but with your choice of front or rear axle doing the driving.



Just some other options.

 

[JTMcCracken]

Roger Rodbolt makes a good point about rockcrawling with a cummins. Rockcrawling is entertaining and great fun but the use of a rockcrawler and the use of most 3/4 or 1 ton dodge's is worlds apart. My trucks are welding rigs and really do have to go places that most sensible folk wouldn't take their truck, not in a recreational sense (although I find it entertaining) but so's the family can continue to eat regularly, but unlike a rockcrawler, they will never have the entire weight of the truck on one huge tire, clawing up a piece of granite. Much more common will be a steep up or down hill, muddy or sandy or loose rock. Many times attached to the back of a dozer, when it gets really steep. The low traction situations most large diesel trucks find theirselves in are quite a bit different than those a rockcrawler will get into. I think that's why some have reported good service from the lunchbox lockers in these big heavy trucks , while they break frequently in rock crawlers. Ideally I would install a Detroit in the rear and a cable operated locker in the front, hopefully OX will come up with a model for my truck. JTMcC.

 

[rspinks]

rujpn2, I should have been more clear, what I meant in my earlier post is there will be some handling quirks in 4wd with a front locker or LSD, not so much in 2wd I agree. I know 4wd with a front locker tends to pull the truck in a straight line when you're trying to make really sharp turns.



boomtown, sounds like the Milemarker is indeed a viscous device as Jason pointed out earlier, so I wouldn't really want it anyways. I was hoping it was more like a Detroit or Lockright device. I'm sure you're aware you can get a 2wd lo kit for relatively cheap, this should be fine for moving trailers on hard surfaces.

 

[rujpn2]

JTMcCracken, I guess my refrencing to the rockcrawling is more of an example of strength. If these vehicles can be abused the way they are and survive, it is a statement towards a componets durablity. If the parts survive in a competion, it should survive in my truck with "normal" use. I hope this makes sense.



rspinks, after I posted, I was rereading the entire post and took it to mean in 4wd. If you read my response, I was just addressing the 2wd aspect. It is a different world in 4wd. Kinda the point and shoot driving style on slick surfaces. I speak from experience when i say Detroits front and rear + short wheelbase + snow, ice, or standing water + 4wd engaged = a scary ride. #ad