Outer Limits 4x4 Board

hey all jus wonderin what you guys think of the kicker3 style transfer. The guy i bought my car off started one and i wanna try an get it finished. I have most of the bits, i jus need to get the housing made that joins the two together, and the sleeve to join the two shafts together. Can any one point me in the right direction. I live in the southeast suburbs of melb. Cheerz. [/img]

suzookme wrote:hey all jus wonderin what you guys think of the kicker3 style transfer. The guy i bought my car off started one and i wanna try an get it finished. I have most of the bits, i jus need to get the housing made that joins the two together, and the sleeve to join the two shafts together. Can any one point me in the right direction. I live in the southeast suburbs of melb. Cheerz. [/img]

There are pro's and cons for dual cases. (for the record i have them in my car).

pro's
-greater selection of gearing
-2WD low
-factory gears are quite strong

Cons
-pain in the butt to set up correctly, they need to be aligned exactly
-with readily available twin sticks, the 2WD low argument is out the window
-you can buy aftermarket gears with warranty now, so strength not an issue
-a single case is shorter, lighter and more compact than two cases
-a single case with transfer gears consists of OFF THE SHELF parts
-twin cases (Vit into Sierra) doesn't end up giving you super low gearing that some desire

Personally, i'd rather diff gears, transfer gears and a twin stick. Much easier to install with no real need for an engineers certificate.

In a swb sierra it does work and James has said everything there is to be said about them apart from you end up with quite a short tailshaft that runs over the unis capability (17 deg/percent, whichever it is) unless you tilt your pinion up to reduce the steep angle. I've been through two shafts now, not just uni's.
That has recently been changed with a custom shaft from Driveline Services, branches Aust. wide: http://www.driveline.com.au/services.htm Also about to have pinion angle changed to correct the steep angle issue.
I'm no expert, I just drive the thing.

Dual tfc's give you a good selection of gearing and control offroad and use suzuki factory parts inside the cases. My highway revs are the compromise though, even on 33's I'm pulling 3900 rpm at 100kmph Mind you, I'm also running 5.11's in the diffs... Was never designed to be a long distance highway vehicle btw.

That's only my opinion. There are many other options, gearing combos out there too (obviously). Do a search if you want more for's and against's for the single/dual tfc debate. God knows how many times that's been discussed.

If you want someone to do that kinda work, PM Jim and he'll point you in the right direction at least.

Mike

done many dual trannies and never had an issue with unis[ seen more rockhoppers kill unis and shafts] and the gears are all stock, just the housings are modified. yes they do nothing for highway gearing but i'd rather diff gears and not t/case gears. the setup i do is a divorced system and not an all in one, this way you have more room to move in your setup. not going into too many details cause there is a lot, but it does work a treat, and is bullett proof, have not heard of one blowing up yet.

The alignment is the key.

There were a number of early designs that had a lot of issues. Mock's old car would chew through Vitara output bearings on a regular basis.

You mounted your later versions on a tubular cradle didn't you Joe?

BTW, I'm trying to work out how rock hoppers cause more uni damage than dual cases??

Uni failure more often comes through axle wrap, severe angles (made worse by shorter driveshafts) or straight out wear.

yeah....

was a good post from a yank a while ago....

sierrajim wrote:BTW, I'm trying to work out how rock hoppers cause more uni damage than dual cases??

Uni failure more often comes through axle wrap, severe angles (made worse by shorter driveshafts) or straight out wear.

X abidozen

Before transfer gears were readily available I started down the path of duals. With the availability of cheap, strong, reliable transfer gears and twinsticks I can see no advantage.

I run 5.12 diffs and 6.4 TT transfer, and I spin around 4K on the highway.

I'd rather have stock stuff under my car than custom everything.

Just my 2C.

suzookme if you don't have the means of putting the two cases together and the sleeve, you don't have a kicker - you have two transfer cases on the garage floor. that's where all the work is - joining the cases. It's not easy to get right.


Steve.

joeblow wrote:yeah....

What????

was a good post from a yank a while ago....

Who said what exactly?

sierrajim wrote:

joeblow wrote:yeah....

What????

was a good post from a yank a while ago....

Who said what exactly?

x2 yet another intelligent post

Gwagensteve wrote:Before transfer gears were readily available I started down the path of duals. With the availability of cheap, strong, reliable transfer gears and twinsticks I can see no advantage.

I run 5.12 diffs and 6.4 TT transfer, and I spin around 4K on the highway.

I'd rather have stock stuff under my car than custom everything.

Just my 2C.

i do appologise for thinking outside of your square stevey g.

I looked into this last year as Ihave the parts sitting there but Idont have the fab skills to get it right. So by the time you pay someone to alloy weld for you and make adapters etc you would be getting close to the $600-$700 mark that I paid for my 6.5 gears inlcuding frieght and a rebuild kit.
Im in no way knocking duals I think it would be sweet BUT if you cant do it yourself it may be better to buy gears.
Did I mention custom mounts, altered driveshaft lengths crutial alignment issue?
Just my thoughts not saying it isnt possible.
Nik