OK gotta ask this one. Bugging me.
What is the power distribution to the axles from an LT230 in the unlocked position? And what would the ramifications of putting locking hubs on a truck with the LT230 be?
JD
Locking Hub-bub
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DaveB
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Assuming you put unlockable hubs on all 4 wheels, if you unlocked just one hub, all power would then flow through that wheel and you would still be standing still, however that wheel's bearings would be spinning pretty fast -- due to ratio multiplications going through both the differentials...
The only way to use unlocking hubs with the LT230 that I know of is to lock the centre diff so that it sends power evenly to the front and the back. You could then unlock both your backs and get traction from the front, or both your fronts and get traction from the back axle.
Dave
The only way to use unlocking hubs with the LT230 that I know of is to lock the centre diff so that it sends power evenly to the front and the back. You could then unlock both your backs and get traction from the front, or both your fronts and get traction from the back axle.
Dave
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JD
Rubadub Hub
Dave,
OK. So the LT230 is a 'quadra track' system? ... What's the rational behind the power scheme? For instance, if just one wheel got on ice patch simulating one unlocked hub without locking the diff then the truck would go anywhere. ... and that would appear a likely scenario... ? Again. Bugging me.
JD
OK. So the LT230 is a 'quadra track' system? ... What's the rational behind the power scheme? For instance, if just one wheel got on ice patch simulating one unlocked hub without locking the diff then the truck would go anywhere. ... and that would appear a likely scenario... ? Again. Bugging me.
JD
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DaveB
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I don't know enough about it to call it a quadra trac, however, you're correct -- if one wheel was on ice, in unlocked mode all power would go to that wheel and the vehicle would stand still. In locked mode its 50/50, so power would also go to the other axle. That's why I, and a lot of others lock the centre diff when driving in the winter at any speed.
cheers, Dave
cheers, Dave
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JD
New Spin
Dave,
Hmm. Seems that would defeat the idea of a constant 4 wheel drive... what's the point then? Why not just go with the oringinal style of transfer case... one that is in or out with locking hubs? The constant 4 wheel drive has been touted as better handling... ???? Now I REALLY don't get this. :)
JD
Hmm. Seems that would defeat the idea of a constant 4 wheel drive... what's the point then? Why not just go with the oringinal style of transfer case... one that is in or out with locking hubs? The constant 4 wheel drive has been touted as better handling... ???? Now I REALLY don't get this. :)
JD
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red90
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A standard coil sprung Rover 4WD system with an LT230 have mechanical open differentials throughout. This means that all four wheel receive equal torque when unlocked.
"Power Distribution" is a really misleading phrase when discussion 4WD system as they are really "Torque Distribution" systems.
The constant 4WD does improve handling in most situations as you get even drive on all four corners. You really see the difference on gravel and snow. I've never seen the need to lock the center diff on the road.
"Power Distribution" is a really misleading phrase when discussion 4WD system as they are really "Torque Distribution" systems.
The constant 4WD does improve handling in most situations as you get even drive on all four corners. You really see the difference on gravel and snow. I've never seen the need to lock the center diff on the road.
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JD
Hubba Hubba
John,
OK. That makes apparrant sense... but does that still mean the truck will stand still if one wheel is slipping on an ice patch?
Since we don't get winter in Victoria it's hard to test this.... :)
JD
OK. That makes apparrant sense... but does that still mean the truck will stand still if one wheel is slipping on an ice patch?
Since we don't get winter in Victoria it's hard to test this.... :)
JD