I hadn't found enough information to make me feel that something other than detroit was better. I really want to get the truck on the road since I am between vehicles.

Its interesting that you make the point for open carriers. I know that they are very good on the road, but wouldnt the truck be rendered useless off road?

Also you mentioned an open carrier in the front. Why would handling be altered with a locker unless the hubs are locked in and the tcase engaged? By that point I would imagine traction is going to me by friend.
These trucks are a part time 4x4..right?

 

You will find that most people off roading do not have lockers or limited slips, just the stock open carriers. You can do quite a bit of offroading with open differentials. Never slowed me down in years past and you will be amazed what you can do. You wont be doing any serious rock climbing and trails in a truck so lockers won't be needed all that much.

The huge problem with a locker in the front is when the hubs are locked in the front tires are tied together and have to turn at the same speed. When you turn the inside tire turns significantly less than the outside tire. With both going the same speed it will want to resist turning and plow forward sending either one of both tires into a skid like hitting the brakes making the going straight even worse.

I hear some people in lighter weight Jeeps have OK handing conditions with a locker in the front (and when I mean locker here I am talking about the full time one that does somewhat allow each axle to turn independently but only when not under load...this is any locker that is not a selectable locker). In a heavier truck and a much more powerful engine I can see this being a problem. The torque of the engine will want to keep the locker locked all the time...same issue I have with the Cummins now with the rear end.

If you really want to waste the money on lockers that you will probably ever use offroad and also use the truck as a daily driver, start with a selectable locker in the front and an open or limited slip in the rear as the truck has much more weight over the front tires than the rear.

If you live in an area that gets snow often in the winter even a dusting of snow on the roads, those tires will pucker your butt cheeks. I have learned my lesson about big knobby mud tires in the snow. It is just as bad as driving on bald summer slicks.

 

One thing I've noticed about an open rear diff is as long as you are giving it SOME throttle(I literally mean some as In enough to move) and the rear end is level with the body(roughly equal weight per tire and traction per tire) they are both going to spin. The front a lot of the times does whatever the hell it feels like doing but it's always got that one tire spinning.

 

UPDATE

So I gave my mechanic a ring tonight to see about when the truck will be finished up. On the 16th I sent him a text with a link to the detoit locker I had wanted from SummitRacing's page. It is $560 and free shipping. Turns out that he never got around to ordering the part and asked if I am sure that I want a detoit. He continues to tell me that he has a farm truck that he could swap my spool into and use his old open carrier.

To me having an open carrier seems useless, even if I only get off pavement every other month or so(quite frequently during the warm months).

My idea was that IF his open carrier will fit, to use that along with an Aussie locker in the rear end. An Aussie for my rear end will only run $280 and the carrier will be free. Hopefully this will work out to save a little coin.


To the people that have posted about the front diff:
The front is already supposed to have a detoit installed so I am not going to touch that. If i'm in 4x4 it probably wont be on pavement or trying to squeeze into a parking spot. The front diff wont be touched by me unless something goes horribly wrong.

 

You mentioned Kentucky backroads, where are you located at in Kentucky? I don't mean to steal your post in any way but I would just like to know in case you want to maybe meet up some time and take the old dents off the road for a bit.

As for your axle situation, I run limited slip open carriers in my truck and haven't had any issues yet. I think my lsd in the rear is slightly worn out (considering it is stock and has over 200,000 miles on it) but it still seems to throw the mud. The knobby tires will mess you up on our winter/icy road conditions that we occasionally get (like this week). I would try to find some decent on road tires for your pavement driving and you just might save some gas too!

Nice truck by the way, it looks like it was fixed up right nicely.

 

Looks like or similar to the Indy Pace Car interior? Looks really clean too! Regarding what works and what doesnt work off road under most conditions, and what keeps parts unbroken. how much experience driving off road do you have?
You have a truck thats lifted quite a bit, short wheelbase, built up engine, manual tranny, aggressive tires, and one or maybe two lockers. Many of us, myself included started off with much less well equipped vehicles. with lesser equipment we learned how to drive "Elegantly" ( this was the exact term used in a 4x4 magazine, probably late 1980's) and apply any input gently......Steering, throttle, brakes, clutch. We turned off our stereos, probably rolled our windows down, and listened to what the sounds the vehicle made. All my early 4x4's had either limited slip or open rear axles, and several had manual steering, none were lifted.
Assuming you dont have a lot of 4x4 experience( my apologies if im wrong, and LET ME KNOW if my assumptions are wrong), take the time and practice off road and learn the intricacies of 4 wheeling. the driver himself is more of a variable than the equipment involved.

 

I was told the interior is Indy 500, or something like that. Whatever it is the interior is very clean with a nice sound system in it(I have no idea what).

In a pickup my offroading experience is fairly limited. Most of what I have tried was in a 2wd f150 that got stuck A LOT. I have done some deepish snow driving and a bit of mud play. No rock crawling or heavy trails. Up until recently I had a motocross bike to thrash around in the mountains.

As a shooting coach, the comment on equipment and driver variability sound very familiar. I have always advised people to start out with a simple and cheap gun, then move up as your skills progress. When looking for a truck this wasn't the idea image really. My requirements were a dentside 4x4 with a rebuilt engine and zero rust. This just happened to be the best and most local option(I knew the owner quite well).

If I did not have to replace the existing spool, I would for sure just upgrade the diff when I felt the need for a locker or whatever it may be. But since I have to change it anyway, I might as well put in the best for the long run. Im one of those people who really hates to do a job twice. Id much rather do it up right the first time and not worry about it again.

Trucknorris, I am located right around Eastern Kentucky University.

 

No kidding? I attend EKU and I have my truck up here this week actually haha thats awesome. Any spots to wheel up here?

 

If you're into trail wheeling Clay City Mountain Parkway has quite a few trails. Some of them can get pretty darn tricky! They own about two entire mountains and its free game on where you wheel.

Where do you usually park? New Science? I am almost positive I saw a dent with TruckNorris written on the window and a "7.5" badge on the side

 

That would be me, I park at the New Science lot fairly often. I am at the Carter building more now that I am in the Ag program but I still have a couple classes on campus. I haven't seen your truck around yet

 

Regarding the rear axle switch from spool to locker, you are doing it in a perfectly logical manner..........As a shooting coach, you clearly understand safety, sensible handling of equipment etc, so im gonna guess you will take your 4 wheeling at a sensible pace. As you practice and get more comfortable and familiar with both the truck and off road driving itself, watch and see how many places you can negotiate in 2 wheel drive. Give it a few months, and on some of your trail drives you will notice that you are going further in 2wd before you even need to engage the T-case.

 

Well the locker came in the mail today! It was ordered on Friday and came in today, so im really impressed with free shipping. Tomorrow it will be with the mechanic!

 

Awesome truck, I LOVE your wheels!!! If you EVER want to sell them,,,

 

Okay so I got some bad news from the mechanic. The existing ring and pinion gears are shot. The pervious owner did not set the backlash properly and half the teeth have been worn off. I cant bring myself to put a $600 locker in a diff filled with metal shavings.

So I am on the hunt for a new ring and pinion set! I think Richmond gear will be a good brand. I know I need 4.56 because he pulled the front diff to check. However, I do not know the spline count or pinion shaft diameter.

Could someone point me in the right direction on what spline and diameter I need?

Also just out of curiosity, how will a 4.56 do with 33s(current) and 35s(later?,

 

I'm not sure on the spline and diameter but I do know that the 4.56's will hold up fine and be plenty of power. My truck has 4.10's and I run 36 inch tires with no problem at all. There is a chart somewhere but I can't seem to find it. It shows the most appropriate gearing for certain size tires.