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lock rite question


mudfinder
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i just ordered my lock right locker, any idea how much installation should cost me? i don't really want to do it myself is because i really don't have that much experience with things like that. also i was told that on turns, it won't chirp, it'll break free. when i'm offroading, how would i engage it to lock up? i ordered lock right because i was told that it break open on turn, and that my path is my every day driver.

Edited by mudfinder
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from what i know its alwaysed locked and unlocks when you turn. in that instance you have pleanty of traction, off road on the other hand i dont think there would be many instanses where your makin such a tight turn and having enought tractional resistance to turn to cause it unlock. i dunno 88 prolly knows alot more.

Edited by BigMike
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Almost identical item to what you have ordered, hope it helps ;)

 

 

LOKKA can in most cases be fully installed by anyone capable with simple mechanical work in one to two hours. In these cases, no special setup is required since the crown wheel and pinion gears are not upset.

No special tools, calibration equipment or expensive diff specialists are required just an installation manual and basic tool kit.

 

Designed for failsafe operation and manufactured to exacting specifications from high strength, heat treated alloys for maximum toughness, LOKKA is a great choice for 4WD drivers who require maximum traction and durability.

 

 

 

 

The key to the LOKKA's smooth performance is a function of the extremely low profile "driver and coupler" gear sets acting together with the advanced mechanical principal which causes the dynamic engagement and disengagement of the axles. In addition LOKKA's design allows it to relock almost instantaneously meaning that the locking and relocking happen quickly and without harsh noisy action.

 

LOKKA's operation and effectiveness in comparison to other differentials is summarised below.

 

Open Differentials and Limited Slip Differentials (LSD's) are designed to distribute enqine torque proportionately to the wheels, allowing the wheels to travel at different rotational speeds when cornering on hard road surfaces or travelling over very uneven ground.

 

When turning on a hard surface, "open" and LSD differentials use the outside wheel to drive the vehicle, while the inside wheel is allowed to "differentiate" or travel a shorter distance around the turn. The very nature of their design however is detrimental in relation to their ability to deliver equal torque to both wheels, hence traction and 4WD off road ability is severely handicapped.

 

LOKKA will perform the same as open and LSD differentials when the vehicle is driven under equal traction conditions, ie on road. The LOKKA allows the wheels to "differentiate" around the turn, but reverses the operation in that it transfers the engine torque (hence drive) to the inside wheel, rather than the outside wheel.

 

Wheel slippage or a loss of traction can occur for many reasons offroad and include ; excess throttle, fast approach speeds, limited wheel travel and negotiation of obstacles that exceed suspension travel (especially independent front suspension vehicles), weight transfer off drive wheels and slippery surfaces such as mud, sand, snow, shale, wet grass etc.

 

Under these circumstances both the normal and even LSD differentials will allow the wheels with the least resistance to spin. Thus the wheels with traction do not obtain any real drive and the vehicle will lose speed or stop. LSDs will assist under these circumstances but only if they are in good condition and only if there is enough resistance on the spinning wheels to activate the clutch pack and allow drive to the wheels with traction. Contrary to popular belief, even a new LSD will allow a lifted wheel to spin freely with no drive to the wheel with traction.

 

The LOKKA drives both wheels except when the vehicle is turning on a hard surface, so that irrespective of suspension, transmission or engine type, all wheels are being driven equally therefore the vehicles traction (or 4WD offroad ability) is significantly improved.

 

LOKKA eliminates excessive tyre wear and drive train damage common with other types of lockers, and prevents one wheel 'spin-up' and resultant possible axle sheer. Approach speeds can be lowered, allowing more controlled 4WD driving which reduces vehicle deterioration. Tracks are not degraded by wheel spin or by repeated attempts to negotiate a difficult obstacle, engine braking is improved and 4WD confidence is substantially improved by the increased ability of the 4WD to tackle difficult obstacles with safety.

 

Due to its sensitive mechanism the LOKKA operates smoothly and is quiet in its operation. This results in one of the most important advantages of the LOKKA – Its ability to allow smooth differential action with almost uncompromised steering means that the vehicle can be steered to gain best advantage, unlike other lockers which limit a 4WD's path to a near straight line or can force a vehicle off line and make steering physically difficult if not impossible.

 

The most significant feature about the operation of the LOKKA is the degree of smoothness and sensitivity with which the coupling and uncoupling is performed. The LOKKA Locker does not suffer from harsh noisy actions and vehicle twitching. This is acheived through the use of low profile teeth which have a gentle positive pitch and allow smooth, unrestricted uncoupling of the unit, importantly there is almost no backlash between the driver and coupler gears at all. These teeth are used in both coupling and uncoupling actions and have simplified the design by reducing the number of parts.

 

This in contrast to other lockers which interlock for load transfer but have the side effect that the unlocking is hindered giving rise to the harsh characteristics and locking & unlocking effects

 

How it works

 

In comparison to other lockers LOKKA uses an amazingly simple method to couple the axles for maximum traction and to uncouple them for full differential action. ie as required when cornering or driving on hard surfaces.

 

The actual principal of it's operation while easily demonstrated is difficult to explain in writing - but is as follows.

 

 

1. LOKKA has only 4 main parts - a pair of Driver and a Coupler (side) gears for each axle, there are some springs and pins, some have spacers.

 

2. LOKKA is normally in a fully locked state and only allows differential action by uncoupling the unit when the ground driven force acting on a wheel (either during turning or when negotiating obstacles) forces that wheel to turn faster than the other driven wheel.

ie a turning vehicle's wheels actually travel two different paths with the inside wheel turning in one circle while the outside wheel travels in a larger circle, and therefore faster.

 

3. LOKKA makes use of two distinctly different sets of opposing forces that exist due to its design - one to dynamically couple the gears when engine torque is applied and the other to uncouple the gears when one wheel overruns.

 

3a. The locking (coupling) force is applied by the action of the pinion cross shaft acting on a uniquely designed and shaped Driver - the more torque that is applied the harder the unit locks.

 

3b. The unlocking (uncoupling) action occurs due to the ramping effect between the low profile ramped teeth which force the Driver away from the Coupler (side gear) eg when an outside wheel turns faster than than an inside wheel when cornering. Power continues to be applied to the inside axle. As the turn is completed and the wheels again rotate at the same speed, the outside coupler re-engages.

 

4. It should be understood that only when there is an external force being applied to a wheel to make it turn faster than the rest of the drive train will LOKKA allow one wheel to differentiate. Slippery surfaces where one wheel would normally break traction in an open diff cause LOKKA to stay locked - even with one or both wheels in the air LOKKA will remain locked.

 

 

Pros

 

LOKKA is a precision engineered true mechanical locker providing 100% traction.

The design is ingeniously simple but extremely rugged and reliable.

It doesn't have wear prone clutch mechanisms like limited slip differentials.

LOKKA is easy to install - once referred to as the "45-minute locker", it can generally be fitted by the average do it yourself person capable of fitting brake pads.

In terms of noise LOKKA is extremely quiet, it doesn't cause excessive tyre chirping and nor does it clank loudly as it locks or unlocks.

LOKKA's low cost makes it one of the most affordable diff locker in the world.

Use & Application

 

LOKKA is suited to all 4WD applications except the front of some constant 4WD vehicles. They are in use in military, commercial and civilian vehicles and operate under some of the toughest terrain conditions imaginable.

 

The design is well suited to high horsepower engine conversions such as the typical V8 engine conversions.

 

The locker design prevents one wheel spin up common in open and LSD differentials which are the major cause of drive train and differential damage.

 

Whether on road or offroad in mud, sand or hills the LOKKA performs especially well in areas which require maximum traction where fine steering control is needed. Its sensitive uncoupling gives almost uncompromised steering irrespective of fitment to the front or rear differentials.

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Edited by Diesel Boy
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as long as it won't create unnecessary tire ware, chriping on truns, i'm a normal driver so it should work out fine. i paid $250 for the lock right locker from rocky-road.com and installation wise, there is this offroad shop which i'm sure some have heard of "four x doctor" they said that they will install it for $150, i called a few other places and the cheapest was 250 and most expensive was 400+ tax. can't wait.

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Both lockers engauge when torque is applied via the driveshaft through the differential to the ring gear.

 

Basically, when you give it gas, it locks up. If you're coasting or turning and are not on the gas, it unlocks and allows one wheel to spin freely. It will chirp the tires around corners if you give it gas, period. You have to go pretty slow and easy to keep it from making any noise around corners. Sometimes when it unlocks it make a nice loud bang and makes the rear end shudder. It doesn't cause any problems as a result of the noise, though.

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thanks 88 i guess i had to be xtra careful when i make turns with my dad next to him. he through a fit when i gave him the idea that i wanted to lock up the rear end.

88 you have a lock right too right?

  Next best thing to sourcing a front diff and a "T" case wink.gif

 

you got that one right, i can't wait. after i get my ram, i'll start on that, i'll just get a dana axle, get the swap kit and just add the front axle, then, i will slowly work w/ the tranny and t-case, i wouldn't mind 5spd.

Edited by mudfinder
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Mmyep. Does your dad offroad at all? Tell him tough titty, this is my car and it works like this so I can do what I need to with it, which is to keep up with the 4WD guys. ;)

 

Tire wear due to having a locker is negligible. I dare someone to tell us all different and back it up with some pics or something.

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they dont make a detroit locker for pathys?

and as far as the front goes.. im stuck with a posi or an arb huh?

ha either that or a lincoln locker!

yea but its about twice as much and then needs a air compressor, this on the other hand doesnt need a compressor and is always on.

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detriot does make it for the path, but unsure for the front. i was going to orginally get a detriot trutrac from rocky-road.com for $350. for some reason they dont sell detroits anymore. 4x4parts.com has detriot. you can get arb from anywhere.

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i'm only 2wd so for me the back. but if i was 4wheel drive, i'd lock both. if i could only lock up one, i'd lock up the rear of course. to lock up only one, lock the rear end. what type of rear end does your terrano have? shouldn't the terrano be the same thing as the Pathfinder? h233b? if so, get a lock right. only $250(for the rear)

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i know well what a detroit is capable of doing... whats the difference between a lock right and the good ole detroit? cause right now... the extra dough for the detroit dosent sound too appealing

you guys think our ifs, axles and drivetrain will take the abuse of a lincoln locker in the front?

obvoiusly no street 4x4ing hahahaha

Edited by JeepRescueService14
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I'm not sure the differences between the lockers ... but I have never heard any complaints about either one of them ...

 

 

as for the lincoln ... everybody knows how poorly the tires wear on the front ... ad a licoln locker and I think that it'll be a lot worse ... but it would be sweet for offroading for sure ...

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well yea here in ca you never have to use 4x on road so it should be wicked and relatively cheap.. goodie for manual hubs! remember i have a plenty of parts.. the carrier chould interchange complete..

a problem i had with my 95 was when im climbing like a steep sandy hill.. the fronts would break traction and the rears would dig in..

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Hey Jumper.

The price is very good for those lokkers from Genie.

I would imagine it would be in that $799 region. Email him and ask.

I'm gona get my head kicked on here for saying this, but a rear locker isthe only way to go on an IFS vehicle especially. The rear end of a 4X4 is the strongest, as it doesn't have any CV joints. An IFS set up has four of the dam things. I personally wouldn't even consider putting a lokker in the front unles that was really and truly the absolute only option.

 

The problem you will face is that you will need to source an open diff carrier, as you have a LSD. A lokker will not fit an LSD carrier.

It is probable that you can source a open carrier from a wreckers from an early Terrano or Navara. Should be pretty cheap to do so.

Email Craig and tell him you have the LSD in the rear and see what he says. I suspect the reason why he has put "some" there on his listing is that the some are probably the few that have open diffs already.

The same logic applies to why a lokker is available for all the front diffs, as they all come from the factory as open diffs.

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