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characterisc as most early 4WD vehicles) because of the locking
feature of the dierenal. Note: This spinning at high speed on-
road can cause vibraon if the drive sha is unbalanced or if the
vehicle has a li and the U-joint angles are not matched. If vibra-
on occurs, carefully check the front end components.
Free-wheeling front hubs cannot be installed in some
vehicles because of the axle assembly design. With a locker in
the front end and the transfer case in the on-road 2WD posion,
the only change in vehicle performance will be a slight decrease
in gas mileage and a shorter seal life for the drive pinion ange
and transfer case front output. The life of the drive gears and the
other bearings and seals will remain essenally unchanged.
If the vehicle is to be driven in cold weather, the drag
produced by the thick gear oil will cause a slight pull on the steer-
ing wheel. A soluon for this problem is to engage the discon-
nect mechanism so that both axle shas are spinning, or use a
lighter oil.
Vehicle Performance
General. The rst thing that you will noce about the
LOCK-RIGHT installed in the rear axle is that it’s hard to noce.
Unlike some other designs, it is almost inaudible during cornering
and operates with hardly any noise or jerking when driven prop-
erly. In two-wheel driving around town, your vehicle will behave
quite similar to how it did before the LOCK-RIGHT was installed.
Tracon. A LOCK-RIGHT installed in the rear axle of your
vehicle will result in much more tracon than ever before because
it prevents any wheel spin at all unless both wheels spin. When
either wheel begins to slip, the LOCK-RIGHT immediately trans-
fers more torque to the other one to keep you moving instead
of geng stuck. Thus, with a LOCK-RIGHT, the wheel with the
most tracon receives the most power. In a 4x4, this power-dis-
tribung characterisc is even more eecve with another one
in the front axle—giving your vehicle the ulmate in tracon. It
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