Outer Limits 4x4 Board

Sorry if it has been covered, but after an extensive search I'm yet to find much info about the Yukon Grizzly lockers. Locktup 4x4 are selling them for under $700, which is a fantastic price. Does anyone have any real world experience with them? It will be going in the rear of a 2.8l 1995 dual cab HiLux with 33in muddies if that makes a difference.
Cheers
Evan

Check out this video, very interesting.

http://www.youtube.com/watch?v=Kfz2p20u ... re=related" onclick="window.open(this.href);return false;

raafy wrote:Check out this video, very interesting.

http://www.youtube.com/watch?v=Kfz2p20u ... re=related" onclick="window.open(this.href);return false;

6270 vs 6550 Nm or about 5% difference in strength of the shaft. Yukon driveshaft had gone well into plastic zone.

Marginal test validity although the ARB did survive.

6000Nm = about a 40' tyre at 4:1 diff, 2.5:1 tcase, 4:1 first gear, at 300Nm from the engine (doing the maths on the gearing effects). This does not include losses from the engine to the diff so realistically the engine would need to put out another 25% or so Nm by my calcs (happy to be corrected)

It was a test to destruction, not really based in real life use.

raafy wrote:Check out this video, very interesting.

http://www.youtube.com/watch?v=Kfz2p20u ... re=related" onclick="window.open(this.href);return false;

Completely Different product.

Evski is asking about the Grizzly Locker not the Zip Locker. The grizzly is a replacement centre Auto locking Diff. Unlike a Spartan or lockrite which replace the internals of the centre the grizzly is a full replacement centre. Means you get a stronger setup normally than OEM.

dank wrote:

raafy wrote:Check out this video, very interesting.

http://www.youtube.com/watch?v=Kfz2p20u ... re=related" onclick="window.open(this.href);return false;

Completely Different product.

Evski is asking about the Grizzly Locker not the Zip Locker. The grizzly is a replacement centre Auto locking Diff. Unlike a Spartan or lockrite which replace the internals of the centre the grizzly is a full replacement centre. Means you get a stronger setup normally than OEM.

what he said!

DAMKIA wrote:

raafy wrote:Check out this video, very interesting.

http://www.youtube.com/watch?v=Kfz2p20u ... re=related" onclick="window.open(this.href);return false;

6270 vs 6550 Nm or about 5% difference in strength of the shaft. Yukon driveshaft had gone well into plastic zone.

Marginal test validity although the ARB did survive.

6000Nm = about a 40' tyre at 4:1 diff, 2.5:1 tcase, 4:1 first gear, at 300Nm from the engine (doing the maths on the gearing effects). This does not include losses from the engine to the diff so realistically the engine would need to put out another 25% or so Nm by my calcs (happy to be corrected)

It was a test to destruction, not really based in real life use.

Torque is at the axle. Tyre size is irrelevant. 300Nm x 4:1 x 2.5:1 x 4:1 = 300Nm x 40:1 = 12000Nm. It doesn't strike me as unrealistic.

-Scott- wrote:

DAMKIA wrote:

raafy wrote:Check out this video, very interesting.

http://www.youtube.com/watch?v=Kfz2p20u ... re=related" onclick="window.open(this.href);return false;

6270 vs 6550 Nm or about 5% difference in strength of the shaft. Yukon driveshaft had gone well into plastic zone.

Marginal test validity although the ARB did survive.

6000Nm = about a 40' tyre at 4:1 diff, 2.5:1 tcase, 4:1 first gear, at 300Nm from the engine (doing the maths on the gearing effects). This does not include losses from the engine to the diff so realistically the engine would need to put out another 25% or so Nm by my calcs (happy to be corrected)

It was a test to destruction, not really based in real life use.

Torque is at the axle. Tyre size is irrelevant. 300Nm x 4:1 x 2.5:1 x 4:1 = 300Nm x 40:1 = 12000Nm. It doesn't strike me as unrealistic.

Tyre size is relevant, in that the upper limit of transmitted torque is determined from the traction between the tyre and road surface i.e. you reach a point where torque can't increase (gearing or engine output) much further when wheel spin occurs.

Strength isnt as much of an issue in my application as I'm running 33's with a standard 2.8L diesl engine. I havent managed to break standard CV's or the Lock Right in my front diff, so I'd imagine destroying a Grizzly woud be pretty damn tough to do (although anything is possible). Mainly interested in the performance of the unit, as although the vehicle isnt driven daily, it does still see road duties. So is anyone running them?

Thanks for the input though guys, very interesting reading...

Bush65 wrote:

-Scott- wrote:Torque is at the axle. Tyre size is irrelevant. 300Nm x 4:1 x 2.5:1 x 4:1 = 300Nm x 40:1 = 12000Nm. It doesn't strike me as unrealistic.

Tyre size is relevant, in that the upper limit of transmitted torque is determined from the traction between the tyre and road surface i.e. you reach a point where torque can't increase (gearing or engine output) much further when wheel spin occurs.

Fair enough. I had written War & Peace, including reference to a tyre wedged in rocks. Then I threw out too much.

You are correct that tyre grip is normally the limiting factor. I was attempting to show that the level of torque is easily generated in a modern 4wd, and tyre size is irrelevant to the theoretical calculation.

good to see people crapping on about nothing whatsoever to do with a grizzly locker..........................

Seems that way. So no one is running them?

I am running one in the rear of my big hilux and I love it. definately the smoothest auto locker i have run, and has held up to some serious abuse. Truck is a V8 hilux running 37" sticky treps and 5.29 diff gears.

Hey hey we have feedback. Sounds good Chris, so you would have no dramas running one on road? Obviously its an auto locker so has its drawbacks, but good to hear it is a smooth unit.

Evski wrote:Hey hey we have feedback. Sounds good Chris, so you would have no dramas running one on road? Obviously its an auto locker so has its drawbacks, but good to hear it is a smooth unit.

I am going to pull the Lockright out of the rear of my blue lux (33's and commo v6, everything else pretty much stock) and put in a Grizz as soon as I have changed the motor over and have got it back on the road, so will be able to tell you first hand. Even on the little bitumen work I do in the big lux it is certainly a lot nicer than the Lockright.

We have sold quite a few of these and have had no complaints or breakages...same goes for the yukon zip locker as well