lockers...and not the school kind...
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Maxi-Drive - The best!
I have MAXI-DRIVE axles & vacuum lockers on front and rear of my 95, and on the rear on my 91. The axle housing and diff has been strengthened as well. Here's what was done:-
The axle housing is prone to bending and/or fatigue under severe conditions so to overcome this, this is what was done:-
16mm peg welding holes were drilled into the housing. 62mmOD x 49.5 ID 350 MPA steel hollow bar tubes were fitted internally into each side extending from flange to banjo housing, fully welded into flange and the 16mm holes were peg welded. The accessible end of the tube inside banjo is welded to the banjo.
75x5 steel, flat pressed /formed to fit snugly over the bottom of the housing forms the main lamination. This was continuously welded to the housing and effectively strengthens up the banjo to prevent flexing. The ends are tapered to avoid a stress point. This flat extends to the leading arm mount on the right side and approximately half way along the left-hand side tube.
The drain plug was ‘let through’.
A 3mm plate is formed and covers the lower half of the diff hat. This lamination not only contributes to the strengthening but also provides a much more robust “hat” than the original 2mm plate which is easily dented or punctured by rocks etc. 3mm plate also fills in between the hat and the main lamination and was continuously welded to prevent moisture entry between the lamination.
A strengthening ring welded around the drain plug also protects it.
No after-market diff guard is needed with this modification. Its bullet proof!
Maxi shafts fitted to the front and rear applications are 30% larger in polar section modules than the original axles, manufactured from HY TUF AMS6418 nickel chrome moly steel heat treated to 1550 MPA (100 Ton per sq.in) tensile strength are up to 50% stronger than the original. Special drive flanges have been fitted to accommodate the larger axles with a solid end cap welded on after spline forming to prevent oil leakage normally associated with knock on cap.
The reciprocal dog clutch is of hardened and tempered chrome moly steel. This is a one-piece component having a minor female spline to engage and slide on the axle. A large 50mm diameter female spline to engage the differential is of a loose coarse design necessary for quick full engagement and disengagement. When the vacuum actuator moves this dog to engage the extension spline of the carrier this axle is now unable to rotate within the differential and the opposite axle is similarly locked by connection through the gears. All components must now rotate as one thereby achieving positive drive to both/all wheels.
The male locking spline extends through a large roller bearing. Splines engage to a depth of 17mm for low compression stress.
The hemisphere/carrier of machine steel (not a casting) accommodates a six gear planetary gear set, larger than original. Two side gears and four star gears are precision gear generated from case hardening steel along with a pair of 19mm cross shafts to support the four planet gears (original diff has one 16mm shaft) drive axle.
The vacuum operation is always available while the engine is running, however, a separate reservoir and non-return valve ensure that high vacuum is always available even if the manifold vacuum is low when the engine is labouring. When engaged, all of the engine’s torque, amplified by low range, goes through one half-shaft and wheel, therefore, the half shafts and other bits have been strenthened.
Hope this helps.
I have MAXI-DRIVE axles & vacuum lockers on front and rear of my 95, and on the rear on my 91. The axle housing and diff has been strengthened as well. Here's what was done:-
The axle housing is prone to bending and/or fatigue under severe conditions so to overcome this, this is what was done:-
16mm peg welding holes were drilled into the housing. 62mmOD x 49.5 ID 350 MPA steel hollow bar tubes were fitted internally into each side extending from flange to banjo housing, fully welded into flange and the 16mm holes were peg welded. The accessible end of the tube inside banjo is welded to the banjo.
75x5 steel, flat pressed /formed to fit snugly over the bottom of the housing forms the main lamination. This was continuously welded to the housing and effectively strengthens up the banjo to prevent flexing. The ends are tapered to avoid a stress point. This flat extends to the leading arm mount on the right side and approximately half way along the left-hand side tube.
The drain plug was ‘let through’.
A 3mm plate is formed and covers the lower half of the diff hat. This lamination not only contributes to the strengthening but also provides a much more robust “hat” than the original 2mm plate which is easily dented or punctured by rocks etc. 3mm plate also fills in between the hat and the main lamination and was continuously welded to prevent moisture entry between the lamination.
A strengthening ring welded around the drain plug also protects it.
No after-market diff guard is needed with this modification. Its bullet proof!
Maxi shafts fitted to the front and rear applications are 30% larger in polar section modules than the original axles, manufactured from HY TUF AMS6418 nickel chrome moly steel heat treated to 1550 MPA (100 Ton per sq.in) tensile strength are up to 50% stronger than the original. Special drive flanges have been fitted to accommodate the larger axles with a solid end cap welded on after spline forming to prevent oil leakage normally associated with knock on cap.
The reciprocal dog clutch is of hardened and tempered chrome moly steel. This is a one-piece component having a minor female spline to engage and slide on the axle. A large 50mm diameter female spline to engage the differential is of a loose coarse design necessary for quick full engagement and disengagement. When the vacuum actuator moves this dog to engage the extension spline of the carrier this axle is now unable to rotate within the differential and the opposite axle is similarly locked by connection through the gears. All components must now rotate as one thereby achieving positive drive to both/all wheels.
The male locking spline extends through a large roller bearing. Splines engage to a depth of 17mm for low compression stress.
The hemisphere/carrier of machine steel (not a casting) accommodates a six gear planetary gear set, larger than original. Two side gears and four star gears are precision gear generated from case hardening steel along with a pair of 19mm cross shafts to support the four planet gears (original diff has one 16mm shaft) drive axle.
The vacuum operation is always available while the engine is running, however, a separate reservoir and non-return valve ensure that high vacuum is always available even if the manifold vacuum is low when the engine is labouring. When engaged, all of the engine’s torque, amplified by low range, goes through one half-shaft and wheel, therefore, the half shafts and other bits have been strenthened.
Hope this helps.
Joined
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115 Posts
I have wondered the same thing as well, however I was curious about what people thought about putting a Detroit TruTrac on the front differential, Its suppose to be a limited slip Auto Differential that supposedly delievers more power to the wheel with the most traction? Is this right? Or do they mean the one thats just turning? The reason I am curious is the fact I encounter many trails where there is a very sharp yet muddy turn and would like to have a way of going through, with a Locking Diff, its hard to negotiate such a turn. I also wanted to know what people thought of the Detroit Electrac Locker for the rear, can I expect it to be as great an ARB, or consider it a generic version, it supposedly is a limited slip differential and and has the ability to lock up when needed, with a flip of a switch. I would like to know how people feel about applying this to the rear or should I just go for an ARB rear locker? Is the ARB an open diff that just locks out when activated?
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