Diesel Boy

It just keeps getting better!!! I might see if i can find my self an open carrier!!!!!! There must be one floating round in OZ some where!!!

Its that HG46 bit Translation/explaination for us 88?? Its a H233B diff with 4.6 ratio?? Sweet with the tyres!!

In my experience: 32's fit with some rubbing standard. 33's fit with a 2" suspension lift, some minor guard modification with a hammer, and a 2" body lift. You could fit 35's in theory, if you got the body up high enough. You would have to run a big offset(back spacing) to keep your current turning radius. I think with out all the fancy steering accessories, 33's are not a good idea, but don't let me put you off!! I have photos and video's of my Terrano with the big tyres on going up river beds and rocky climbs, and you can see the flex in the center link etc, at times both wheels are facing each other, then splayed out from each other, only slightly, but still!!

Navara is the OZ and NZ spec WD21 Hardbody equivilent. Apparently a front locker can also cause the vehicle to pull down hill when tyring to go accross. Don't ask me how that works!!! He seems like a good guy to deal with, being a relativly small country, with a population of less than one of your cities, about 4.1million, buisnesses tend to offer excellent costomer service. Especially in niche markets such as aftermarket 4x4 accessories. I have met the guy, Craig, on a trip a while back, he drives a mid wheel base Cruiser. I have got quite a few things sent down to me through, the biggest yet to come, my lift coils, which apparently landed in the country today. Others in the club have bought tyres, lockers, compressors etc through him with out any trouble what so ever. He can't afford any trouble any how, the word would very quickly get out in the relativly small 4x4 comunity and people would swap to the competition, offering the same products. Pete.

Umm, we're talking about diff locks right?? Not free wheeling hubs aye A front locker for a pth finder is easier to come by than a rear, as they only make a rear locker for the open rear diffs, not the LSD. Check this thread: http://www.nissanpathfinders.net/forum/index.php?showtopic=3931 I can get you a front locker for $NZ 799, $US400ish. The are V small, so shipping would be sweet F.A.

88, you are very creative when you want to be, i'm sure you could seal up your air cleaner, sw did, and even though his was a 4cyl, they have the same set up with the aircleaner sitting ontop of the engine and a ducting going to the inner guard or behind the head light. I used Ados Galve-Bond silicone sealer on mine, and its a very similar design to yours. Get creative, seal the plastic tube to the air cleaner hosing with a good silicone sealer, cut the plastic tube if you have to so you have a circular end on it, get a short section of steel or PVC tube of suitable diameter and use hose clamp to attach the plastic aircleaner with a good dose of silicone, then get a length of the steel ribbed flexi air hose to run from your snorkel to the steel/PVC or what ever you choose tube and hose clamp it there again. If the intake to the air cleaner housing is circular, you could just run the ribbed air hose straight from the snorkel to the air cleaner. The sil;icone sealer im talking about is the kind of stuff they use for sealing roofing, windows, joinery and all manner of things in houses etc. Just my thoughts by the way

The fan rotates all the time, but does not atchually move any significant volume of air. I could try explain better, but the best way is to say it coasts around, under no load, it is not being driven, it is freewheeling so to speak. The slight resistance you feel when you try to spin the fan by hand is all that is making it spin. When the engine gets hot, just over half way on the temp gauge usually, the fan will stop coasting around, or free wheeling, and lock up and start spinning at the same speed as the engine, making a loud, easily distinguishable roar, heard clearly above the sound of the engine. There is no way you could miss it, so sit inside with the windows down, listening and watching the temp guage. It will be plainly obvious of the fans working. If you here nothing, and the Temp contiues to climb. Thats your problem.

Haha, never mind, this is funny. The photoshop stuff i mean

Hehe, some of you guys should migrate out here, you would filthy rich!!!!!! Double your cash just like that!!!

Sweeeeeeeeet!!!!!!! Your one of the chosen few :bow: :bow: :bow: :bow: email him and get a price just outa curiosity, there will be one available for you with your open diff!!!!!

Yeah, thats what you would expect, the engines under load going up, and not on the way down. Still reckon you do my test with the fan. It will tell you so much. Go buy one of those blue tarps from the ware house for a couple of bucks and do it. It'l tell you if you fans working, thermostats working, water pumps working, radiators blocked or clear and so on. Its a ten min job to do, and beats taking a stab in the dark and pulling your water pump down for one

Wow, no expense spared!!!!

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.

You know what, you still have to pull the darn water pump of to rebuild the fan. It would make me personally, seriously think about replacing the whole lot, as its alot of work to take of again if the rebuild is not a success.

I wonder, wouldn't that do some weird things performance wise?? For example a longer stroke should equal more torque at lower rev's with a sacrifice to the top end as the piston is traveling a greater distance each stroke etc etc. Kinda like a why one of those 4 stroke 4cyl sports bikes sounds like its screeming its tits of a 10,00 rpm as it goes past. Really really short stroke with peak power at like 7000rpm. Thats why they use bigger pistons to create more power and displacement, instead of just increasing the length of the stroke. Bigger piston for more cubes, and a stroke in proportion to it. I'm very curious, its not a common mod over here, but i know you guys do it to your V8's all the time and i always wondered why!!!

Yeah, i was wonderin about bigends, as they tend to act up in that area between load and engine brakeing. They don't make a ticking sound thats all.

I didn't study your post well enough!!! Is the oil pressure still good on the gauge when the oil light comes on??

Lifters lifters lifters, check your oil level. Run some engine flush, oil change and new filters, see what that does.

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

Rims with bead locks are cheaper per rim than the second air per rim beleive it or not!!!! There must be some advantage in the second air system over the rim bead locks else they wouldn't sell any i guess.

I see your reading this Jumper, check out www.genie4x4.com, v v cheap!!!

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.

Interesting, MQ's are leaf sprung. I recognise the radius arms from the GQ, and the same with a few other bits. Interesting that the width of the MQ axle is suitable!!! I have my doubts the GQ would be, and even so, the diff head is on the other side on the GQ. Steering components easily swaped over to left hand drive!!!

You see, what you do is put tubes in side your tubless tyres, enabling them to be run at very low pressures, and eliminating the risk of knocking the tyres of the bead, or getting debrie jamed in the bead causing a slow leak due to the low presures. Thats what i was getting at. Obviously its not common practice in tha states yet.

Um, does no one else run tubes???