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you're right kenny. but if you put two locking hubs on one axle all kinds of things could happen because you have removed the control rpm from one side gear. if the carrier and one diff side gear turn the same speed, there can be no motion of spidergears or the other side gear. they are gears...

when you make a turn the spiders will turn but no more than they would in a 'normal' situation. when you are going straight there is usually some very small creep as the spiders equalize the speed of one side vs the other.

RE: Re: RE: Leaking fluids!!! need help!! it could be the banjo bolt is just not tight enough....................... half of mine leaked even though everything was new and i tightened them down, i had to make them real tight.

RE: Re: RE: Re: RE: Re: RE: Re: RE: from 6x6 to 6x2 the axle with the unlocked hub is just driven by the diff side gear at the carrier speed. in reality the deuce has seperate suspension for each rear axle in the view of the torque links, one set from the rear and one set from the front. it is...

RE: Re: RE: Re: RE: Re: RE: from 6x6 to 6x2 there will be no spinning of spider gears. the carrier will be turning at the speed needed to go that mph and the one connected axle will turn at the speed needed to go the same mph. the axle and the carrier will be turning the same speed. the diff...

i always add hyd power steering and dual air over hyd brakes. these seem to me to be short comings in the original truck. being able to steer when stopped easily and having a brake system that will make the tires sing if needed makes it a lot less tiring to drive. also a change to radial tires...

very hard to tell from pic, this could be head gasket leakage as they are vented. look up at the head joint and you may see little loops of gasket sticking out with a opening in the center. this is normal and the opening goes in to an area around the fire ring in the gasket. when compression...

i looked in the -34 for the ldt but did not see one. i would like to have a chart or graph of torque vs rpm to aid in choosing od gear sets. anyone have one?? thanks, tom

RE: Expansible the wall section is on tracks on the bottom only that are driven by gears on a shaft running the length of the van. after the wall is run out, the end walls swing out past where they go, then the floor and roof which are actuated with a cable counter balance system swing up and...

there are 2 different od gear sets that will fit the 3053 trans, one gives .71 and the other gives .66 trans od ratio. use this formula to figure your mph, mph = ( rpm * radius) / ( 168 * ratio) where your ratio is either 4.435 with the .66 od or 4.77 with the .71 od. you will get slightly...

RE: Re: RE: Steering Issue the followers on the pittman arm shaft are mounted in tapered roller bearings. probably from no oil these came apart. take the cover off the box and inspect for broken parts, i.e. debris inside the box.

the obvious problem with an interconnect shaft disconnect is that it depowers the rear rear which is the one with the most traction. i wish hubs were available for the air locker axles, they have a larger, finer spline.........

the bottom shaft drives the rear driveshaft and on the front of it is the lockup for the front driveshaft. they have to turn the same speed!! another option is a gear set for 5th that would give .7088 od, that would give 60.4 mph at 2300 rpm with 42" tires. is that enough better to be worth...

the up arrow is ↑ (alt 24) and down ↓ is (alt 25).......... ascii code which can be used with text editors that recognise ascii. just press the alt key, while holding it enter 24 from num pad and release alt key. also works for ¢ sign etc.

yep, you must be specing the sprag unit, the air shift is on the same shaft for front and rear so has to turn the same rpm. i hope to have some gears this week.

RE: Re: RE: Ok then... sounds like you just need a better regulator and maybe a better governor like one that actually looks at the freq (woodward)

yes, well i intend to use a ldt turned up to 200 hp and will use 50 wt engine oil for trans to aid in lube. as to torque overload, they are all over the design spec of 300 when they went from gas to mf. even in the much newer cm6000 they only improved front mainshaft support with a tapered roller.

will do you mean the ↑ and ↓ keys???

ok, next question...... with a .66 od and if you run 4th gear out to 2300 rpm and shift to 5th the rpm will fall to 1510. do you think there will be a power issue pulling from that rpm up to 2200 (if it will turn 2200) remember it will have much less torque applied to the driveshaft.

will, on trucks that have a sluggish low end and stumble, i have found that backing out the droop screw makes a huge improvement.