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[p76rangie]

Originally Posted by 1hank1

LOL, so now a stock diff is a locker? Unbelievable.....

So what you saying is that a locker has benefits other than to stop a wheel from spinning? Come on, stop avoiding the answer. How will a diff lock help when the two wheels involved have perfect traction?

Originally Posted by 1hank1

Hahaha, you moron. The day I pay someone to work on my truck is the day I sell it.

Then actually read the manufacturers manuals when fitting something. It also might help not to do it with your eyes closed.

Originally Posted by 1hank1

Sure, shock loads break axles. That is not what I said, moron. You claim that the DT's break axles by shock loading them. That is not true. A broken axle breaks the DT.

So you admit that the most common cause of a broken axle is shock loading. It is just your educated opinion that this never occurs with a DT.

Originally Posted by 1hank1

Dude, you are making no fuck sense! Are you trying to say that the axle that breaks is the one with traction?.

M..a..y..b..e.. i..f.. I.. s..p..e..a..k.. m..o..r..e.. s..l..o..w..l..y
Your saying it is the shock load that breaks the DT. To have a impact from a shock load, the shock has to be apllied to something. The most likely point for this shock to be applied to is the wheel(axle) that is in contact with the ground (not broken). Therefore you would expect the impact to be felt by the drive flange connected to that axle. But it is the other side of the DT that breaks. So the shock on that side must have had something to impact against. This would indicate that the broken axle was still in one piece and contacting the ground when the DT went bang!!!.

Originally Posted by 1hank1

The Maxi-Drive shafs have the proper design. The diameter of shafts is equal to the mean diameter of the splines. That way, the shaft is of uniform thickness through its entire length, or at least as much as is practicable given the splines, oil seal, and such. Shock loads through the shaft are distributed throughout the entire shaft and the shaft flexes uniformly for its entire length. This designs gives much more longevity than the RoverTracks design which is thick for its entire length and then steps down to a small diameter where it plugs into the diff.

This principle is easy to ilustrate. Take a chain with all but one of the links being 3/8" size. The link in the middle is a 5/16" link. Subject that chain to shock loads. The chain will, of course, break at the 5/16" link all else being equal. This is no surprise. But what is surprising is that chain will also break faster than a chain that has all 5/16" links. Why? Because that single 5/16" takes the hit to the chain while the 3/8" links don't budge. The chain with all 5/16" links distributes the repeated shock loads among all of the links.

Take a plastic ruler that is 2" thick and cut down a portion of it to 1" thick. Then twist the ruler. The ruler will snap at the 1" thick section. Then take a plastic ruler that is 1" thick for its entire length. That rule will twist a lot more and take much greater twist load than the first ruler did.

These are examples off the top of my head. I know it's hard, but think about it for a while. Many more examples will occur to you. But actually think about something before you say that beefier is better. -JL

So, with a waisted design, the engery is stored in the waised part of the shaft. As that axle twists, and ultimatly breaks, all that re-coiled energy produces SHOCK OVERLOAD! Thus, the result is a broken Detroit.

Stock axles have a waisted design, which is awesome. This is what allows the axles to twist up to 180+- degrees. What sucks is, the stock axles are made of shit material.?.

Very interesting interpretation of how the shock load can be spread over a well made axle. But this is not what you were being asked, but again you avoid everything that goes against what you are trying to push. The question is: You state that it is the shock load from the axle breaking that destroys the DT. That means that some type of engery has to be stored in something that is in contact with the DT. The only part remaining in contact with the DT is approximately 1 inch of broken axle. How does this small piece of metal store enough energy to break the diff?

Originally Posted by 1hank1

Oh my God!! My sides are starting to hurt this is so fucking funny!

What puts power to the pinion, Ian? Your foot on the brake or your foot on the gas? You got a 50/50 chance here.

And here you go about engine brakeing again....

Engine Braking:
an engine brake for truck diesel engines that cuts off fuel flow and interrupts the transfer of mechanical energy to the drive mechanism.

or

the act of using the energy-requiring compression stroke of the internal combustion engine to dissipate energy and slow down a vehicle.

So, again, do you back up so fucking fast that you rely on the damn engine to brake you???? HAHAHAHAHAHAHAA! You're clueless, Ian.

I don't know what you drive, but my engine powers me backwards - it does not brake me....

You keep on avoiding the questions. When you are reversing you have power to the pinion. You state that the DT is ALWAYS locked when there is power to the pinion. Yet you also state that it is unlocked when reversing. So just tell us which one is true.

We are not talking about truch engine brakes here. You are just attempting to avoid answering anything. With engine braking (in a 4wd terminology) the power is coming from the wheels through to the motor. That is the reverse direction to what it normally does. When you reverse, the power through the DT is going in the opposite direct to what it normally does. So the forces operating on the DT are the same. Is this sooooo hard for you to understand.

So make up your mind! is it locked in reverse, is it locked when power is to the pinion, is it locked when engine braking going down a hill

Originally Posted by 1hank1

Good boy!!! You finally went and looked it up! You even posted the web site you found it on.

You can claim that you knew the answer to this, but we all know you did not. You had to look the answer up before you knew the answer.

You tried to say "1" on several occasions.That answer is not correct.That answer is not correct anywhere. Even on your air line, you have 2 O-rings; one at the pump side and 1 at the diff side. You then have 2 inside the diff; the inner and the outer. The one on the inside of the diff are the problem areas. The ones insode the diff are not a "5-minute fix

After the song and dance you did about there being only 1 "O" ring, and being proven wrong, you now try to convince us that you knew it all along. Most people here aren't that thick. And now you state that there are "O" rings on the air lines. On the diff end there is a copper ring, on the solenoid end it simply slips into the solenoid. Where are these "O" rings you talk about.

Originally Posted by 1hank1

I drive Emergency Vehicles weekly, sometimes daily, Ian. I drive these vehicles at a very high rate of speed with others in the vehicle with me. Both my safety and theirs is at risk. In other words, I know how to fucking drive, Ian. I've never had an accident in these vehicles. And, I'm tested on my skills monthly. I know how to take a corner.

So taking a corner correctly is coasting into it, through it, and then only drive out of it. I am glad I am not in that vehicle with you. And they let you do this with a basic driving course?

Now tell us exactly what type of emergency vehicle you drive and where you drive it.

Originally Posted by 1hank1

Yeah, very convient. but yes, I really want to see this. Make sure you include a picture where we can see the color of your blue paint, too. Anything else will be bogus

Oh, yes!! I'd really like to discuss it!!
Lets talk about how you tried to say you had two lockers!!!..

Thanks for that, now I do not have to post the pictures to find out what you are getting at. Are you so desperate as to try and claim I do not have ARB lockers. Why not, you accuse everyone of lying when they say something that you disagree with.

Originally Posted by 1hank1

Let also point out where you said you've sent you "ARBs" for repair "several times", even though you claim to have never had problem in this thread!

Post the times I have said this and the context. I honestly can't remember ever saying this.

Originally Posted by 1hank1

Let also talk about where you claimed to have Maxi-Drive axles in that thread, but said HD axles are a waste in this thread.

.
Your pulling out all stops now. You have actually been doing some research. Good on you. Now if you like to read any of my previous posts you will know that I ran standard axles for years with a locker. You will also note that I went to maxidrive axles in the rear only when I went to 4.11 diffs. You should also note that in this thread and others, I have always stated that you need Hd axles in the rear when you go to 4.11's

BANG BANG. shot yourself again.

Originally Posted by 1hank1

........I'm really like the Spring thread, though. You know, the one where you state that the springs are too stiff to allow front end flex, lol.

So you keep on proving that you know SFA about suspension or diff locks.