Apparently the issue of whether one locking hub is enough on the front, or if you need two, is like asking 'which wax is best?' on a Corvette forum. Everyone has their own opinion. My own questioning is not because I particularly care if anyone uses one or two. My question was prompted after someone posted that you can use just one locking hub on the intermediate rear axle, and realizing that GM, Jeep and possibly others disconnect only one end of the front axle on 4WD vehicles.
Facts are facts, I have compiled a few:
1. If you have two locking hubs on the front, when the front axle is not engaged the ring and pinion will be stationary as will the axle shafts and spider gears.
2. If you have one locking hub on an intermediate rear axle, the ring and pinion continue to be driven, therefore the spider carrier rotates. Also, one rear wheel and axle will be rotating at more or less an equivalent speed to the ring/spider carrier (always the possibility of precession). Therefore the unlocked axle will be rotating the same speed as well.
3. If you have one locking hub on a front axle with the front drive disengaged, the ring, pinion and spider carrier will be stationary. On the side without the locking hub, the wheel will be driving the spider gear at the end of that axle. Since the spider carrier is not rotating, then the other axle shaft (the one that is disconnected via the locking hub) will be rotating an equivalent rpm (road speed) in the opposite direction.
Scenario (3) is the one that concerned me many, many years ago when I realized how GM was handling 'automatic' hubs - that is, by disconnecting one axle shaft with a dog clutch. The thought of those spiders spinning all the time concerned me. But think about it. They are spinning with no load. Spider gears are strong enough to deliver ALL the power to the ground, since all of the power delivered by the ring and pinion is in turn delivered to the axle shafts via the spider gears.
I do not ever recall seeing worn out spider gears. I have seen broken ones as a result of abusive driving or pieces of a failed bearing getting caught between the teeth or mismatched components (huge tires, off-road driving and undersized front/rear axles).
Those spider gears can spin like that, under no load, and in a nice oil bath, forever with no problems whatsoever. If they can do that on a puny passenger vehicle, I would not anticipate a problem with a beefy Rockwell.
The automakers would not be manufacturing systems like this if there were a problem - think of the warranty liability if there were.
Nevertheless, I can understand the emotional appeal of installing two lockout hubs. Comfort in symmetry. And that gets us into 'which wax is best', to each their own, there is no right or wrong on this one, just do it the way you are comfortable. Ford/Chevy. chocolate/vanilla. Yankees/Red Sox. (Chevy/chocolate/Yankees, but that's me.
)
Would I use one or two lockout hubs on my front axle? Frankly, I don't drive my Deuce far enough to cost-justify lockout hubs, so I have yet to cross that bridge. But it is comforting to know that I have the option of running two instead of three in case I suddenly get the urge to drive cross-country, maximizing efficiency.
Facts are facts, I have compiled a few:
1. If you have two locking hubs on the front, when the front axle is not engaged the ring and pinion will be stationary as will the axle shafts and spider gears.
2. If you have one locking hub on an intermediate rear axle, the ring and pinion continue to be driven, therefore the spider carrier rotates. Also, one rear wheel and axle will be rotating at more or less an equivalent speed to the ring/spider carrier (always the possibility of precession). Therefore the unlocked axle will be rotating the same speed as well.
3. If you have one locking hub on a front axle with the front drive disengaged, the ring, pinion and spider carrier will be stationary. On the side without the locking hub, the wheel will be driving the spider gear at the end of that axle. Since the spider carrier is not rotating, then the other axle shaft (the one that is disconnected via the locking hub) will be rotating an equivalent rpm (road speed) in the opposite direction.
Scenario (3) is the one that concerned me many, many years ago when I realized how GM was handling 'automatic' hubs - that is, by disconnecting one axle shaft with a dog clutch. The thought of those spiders spinning all the time concerned me. But think about it. They are spinning with no load. Spider gears are strong enough to deliver ALL the power to the ground, since all of the power delivered by the ring and pinion is in turn delivered to the axle shafts via the spider gears.
I do not ever recall seeing worn out spider gears. I have seen broken ones as a result of abusive driving or pieces of a failed bearing getting caught between the teeth or mismatched components (huge tires, off-road driving and undersized front/rear axles).
Those spider gears can spin like that, under no load, and in a nice oil bath, forever with no problems whatsoever. If they can do that on a puny passenger vehicle, I would not anticipate a problem with a beefy Rockwell.
The automakers would not be manufacturing systems like this if there were a problem - think of the warranty liability if there were.
Nevertheless, I can understand the emotional appeal of installing two lockout hubs. Comfort in symmetry. And that gets us into 'which wax is best', to each their own, there is no right or wrong on this one, just do it the way you are comfortable. Ford/Chevy. chocolate/vanilla. Yankees/Red Sox. (Chevy/chocolate/Yankees, but that's me.
)Would I use one or two lockout hubs on my front axle? Frankly, I don't drive my Deuce far enough to cost-justify lockout hubs, so I have yet to cross that bridge. But it is comforting to know that I have the option of running two instead of three in case I suddenly get the urge to drive cross-country, maximizing efficiency.
