Lock Right Owners Manual

Lock Right Owners Manual
LOCK-RIGHT Performace Locker
Vehicle Owner’s Manual
Table of Contents
Introduction................................................................................2
Lubrication..................................................................................13
Important Information................................................................2
Temperature and Moisture........................................................14
The LOCK-RIGHT™
Troubleshooting..........................................................................14
Function........................................................................2
Servicing.....................................................................................15
Operation......................................................................3 Important Warranty Information...............................................15
Features........................................................................3
Limited Warranty........................................................................16
Exploded View...............................................................4
Front Axle Disconnect Operation..................................5
Vehicle Performance...................................................................6
Vehicle Operation........................................................................7
Driving Precautions....................................................................10
Driving Information Summarized...............................................12
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Introduction
and on page 10 that describe driving precautions. The
LOCK-RIGHT produces some minor but noticeable differences on-road while giving your vehicle major increases in traction off-road. It is very important for the driver to read
and understand these characteristics! We suggest that you
store this manual in the glove compartment for reference.
Congratulations on your selection of the new LOCKRIGHT automatic 100% full-locking differential! Just watch—
soon it will be getting you and your vehicle into and out of many
places that would have been difficult or impossible to reach without it. Better yet, a 4x4 with LOCK-RIGHTs in both ends will give
you the most traction that you can get! Also note that a 4x2
with a LOCK-RIGHT in the rear axle will be about as effective as
a 4x4 with standard open differentials, and in some situations
even better. Because it will make such an amazing difference
in how your vehicle performs, we’re sure that you’ll enjoy belonging to the growing family of LOCK-RIGHT owners. Welcome!
The LOCK-RIGHT
Function
The standard “open” differential always divides torque
equally between the wheels. If one wheel slips and starts spinning with only a small amount of torque applied, the other wheel
also receives only this same small amount—and your vehicle
stops. To solve this problem, the LOCK-RIGHT automatically delivers up to 100% of the available engine torque to either wheel—
so that the one with the most traction will help keep you moving.
Important Information
Be sure to have any drivers of your vehicle carefully read and understand the sections in this manual beginning on page 7 that describe vehicle operation
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the vehicle is turning; power continues to be applied to the slower (inside) wheel. As the vehicle straightens out the wheels again
rotate at the same speed, and the outside clutch re-engages.
This differentiating action occurs automatically for right and left
turns and in both the forward and reverse directions.
Operation
The LOCK-RIGHT consists of two bi-directional over-running dog (toothed) clutches. Each one has a driving member (the
driver) and a driven member (the coupler, or in some models,
the existing side gear). Both clutches are rotated by the pinion
shaft(s) (or the spider). Each driver has special recesses cut in
one face that receive the shaft(s), and radial teeth cut in the opposite face (see Figure 1). Each driver mates with its coupler to
form a fully-locking combination, and the coupler also receives
the axle shaft to drive the wheels.
When your vehicle is moving straight ahead, both
wheels are rotating at the same speed and both clutches are
fully engaged (locked). When your vehicle begins to turn, the
outside wheel starts to rotate faster than the inside wheel. The
two clutches sense this difference in speed and allow the coupler (or side gear) of the outside clutch to unlock so that the
wheel can rotate freely. It thus is “ground-driven” faster as
Features
Its design is simple and rugged. It is an automatic 100%
full-locking differential that is “all-gears”—no belleville washers,
clutch packs or cone clutches to break or wear out. The LOCKRIGHT simply replaces many of the parts inside the standard differential case.
It uses your own stock differential case, bearings, pinion shaft(s) or spider and thrust washers (and also the side gears
in some models) rather than parts that are all specially made and
therefore more expensive.
It uses stainless steel springs for excellent resistance to
high temperatures and fatigue.
3
( ) = PARTS IN SOME MODELS
THRUST
WASHER
COUPLER
(SIDE GEAR)
DRIVER
STOP PIN;
SPACER
PINION
SHAFT(S)
(BLOCK)
BIAS
SRPINGS
DRIVER
Figure 1. LOCK-RIGHT Exploded View
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COUPLER
(SIDE GEAR)
THRUST
WASHER
The drivers and couplers are made from carbon steel
aircraft alloy and are heat-treated for toughness and durability.
It uses standard gear oil rather than a special limited-slip differential lubricant.
It can be easily installed by anyone familiar with general
automotive work. With care, it can be installed without altering
the drive pinion and ring gear settings—they do not need to be
“set up” again.
It minimizes the tire wear that is associated with some
other lockers and also with limited-slip clutch-pack differentials
by allowing free rotation of the outside wheel during a turn.
It can increase gas mileage off-road in either a 4x4 or a
4x2 because of more efficiency due to increased traction, especially in sand.
It has been operated extensively off-road in some of
the most rugged trucks in the world—military and civilian—and
has been triple-checked for proper materials and design. We believe that it will last for as long as would your conventional open
differential.
It provides you with the best off-road traction available.
No other type of differential can match it in allowing up to 100%
of the engine power to be applied to either wheel even when the
other one is off the ground—the reason that the LOCK-RIGHT will
allow your vehicle to reach its maximum potential.
Front Axle Disconnect Operation
All modern 4x4 vehicles have a way to save wear on the
drive train and increase gas mileage by preventing the front differential from spinning in 2WD. Some late vehicles accomplish
this feature by disconnecting only one axle shaft in the middle rather than by using free-wheeling front hubs. This design
saves cost by eliminating the need for the additional hubs and
full-floating axles. However, the differential gears continue to
wear. The LOCK-RIGHT can be installed in these axles; however,
the front ring and pinion gears will continue to rotate (the same
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characteristic as most early 4WD vehicles) because of the locking
feature of the differential. Note: This spinning at high speed onroad can cause vibration if the drive shaft is unbalanced or if the
vehicle has a lift and the U-joint angles are not matched. If vibration 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 position,
the only change in vehicle performance will be a slight decrease
in gas mileage and a shorter seal life for the drive pinion flange
and transfer case front output. The life of the drive gears and the
other bearings and seals will remain essentially 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 steering wheel. A solution for this problem is to engage the disconnect mechanism so that both axle shafts are spinning, or use a
lighter oil.
Vehicle Performance
General. The first thing that you will notice about the
LOCK-RIGHT installed in the rear axle is that it’s hard to notice.
Unlike some other designs, it is almost inaudible during cornering
and operates with hardly any noise or jerking when driven properly. In two-wheel driving around town, your vehicle will behave
quite similar to how it did before the LOCK-RIGHT was installed.
Traction. A LOCK-RIGHT installed in the rear axle of your
vehicle will result in much more traction 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 transfers more torque to the other one to keep you moving instead
of getting stuck. Thus, with a LOCK-RIGHT, the wheel with the
most traction receives the most power. In a 4x4, this power-distributing characteristic is even more effective with another one
in the front axle—giving your vehicle the ultimate in traction. It
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won’t become stuck until all four wheels are spinning!
Payload. The LOCK-RIGHT increases the effective tractive ability of your vehicle but does not increase its payload rating
or its load-carrying capacity.
Steering. Any effect on steering produced by a LOCKRIGHT in the front axle is hardly noticeable in rugged off-road
use or in 2WD on-road, even with the front locking hubs engaged.
However, the vehicle may tend to understeer if it is in 4WD in a
place where 4WD is not required, such as on a hard dirt road, for
example. Even so, a vehicle with two LOCK-RIGHTs installed has
the best of two worlds—maximum traction in 4WD and normal
steering in 2WD.
Backlash. The LOCK-RIGHT needs about 25° of free
drive shaft rotation to allow it to operate, producting a slight delay when getting on and off the throttle. This delay does not represent any problem with the assembly or with the drive gears.
This built-in backlash characteristic is present in all automatic
lockers and is completely normal.
Off-road Operation. The places in which you will notice your
new LOCK-RIGHT are off-road. Because your vehicle now will
climb better than before, we suggest that you become familiar
with its new capabilities slowly. Take it to an off-road area in
which several types of terrain are present and try each one carefully to see how well your “new” vehicle performs. Only after becoming thoroughly familiar with its new capabilities should you
put it through its paces with serious off-roading.
Vehicle Operation
Applying Power. During normal driving, either rear wheel
or both may be powered, depending on whether or not the vehicle is turning slightly or has just finished turning. Because of these
constant small turning movements and minor differences in tire
diameters, some of the time either one side or the other may be
slightly unlocked. When you get on and off the gas quickly or shift
gears, you may notice a momentary slight sway at the rear. This
is because acceleration and deceleration will initially be applied
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Be very careful in turns, especially on water or ice!
Driveline Wind-up. When a vehicle turns, each wheel
follows a slightly different path. This means that each wheel
turns at a slightly different rate than the others because of the
individual turning radii. In a 4WD behicle with all wheels engaged, the wheels try to slip a little as the vehicle is turning. On
a dirt surface, this action occurs unnoticed. On a paved road,
however, the wheels are “locked” to the pavement so that they
are unable to slip. Since they are all connected together through
the drive train and are turning at different rates, something must
give. The result is that all memeber sin the drive train—drive
shafts, U-joints, axles, gears, etc.—become highly stressed and
either something breaks ore the parts bind up and the vehicle
will not steer or move. This condition is known as “driveline
wind-up” and is the reason that the manufacturers’ manuals
state that the vehicle should never be driven on hard-surfaced
roads in 4WD. This especially is true of vehicles with
at only one wheel rather than at both wheels until the torque
equalizes. This effect is easy to become used to but is mentioned
for your information.
Cornering. When turning your vehicle, try to do so
under slight positive throttle. If turning is done with a neutral
throttle, it may tend to “buck” because of interaction between
the free drive shaft rotation and the engine RPM change due to
a varying load. During normal turning movements on the street,
you will notice that your new LOCK-RIGHT operates easily.
If you are powering in a turn and then get off the gas,
torque transfers from the inside (driving) wheel to the outside
(decelerating) wheel. This transfer of torque may tend to change
the vehicle direction; when turning on slippery surfaces, be sure
to do so smoothly and avoid jerking.
If you are in a turn and accelerate suddenly, the vehicle will tend to straighten out because initially the inside wheel is the only one that is being powered (the outside wheel is free-wheeling during the turn).
8
locking differentials because wind-up occurs even more quickly
than with standard differentials.
Two LOCK-RIGHTs. The LOCK-RIGHT in the rear axle
produces about 70% of the total difference in traction between
two LOCK-RIGHTs and no LOCK-RIGHTs. Therefore, four-wheel
drive will be needed less often than before because two-wheel
drive now will get you farther. If you are in four wheel drive
where it is not needed, the steering will tend to become stiffer
than normal because of increased friction in the front axle universal joints and the vehicle also will tend to understeer. This
effect is produced by limited driveline wind-up and continues
until one of the wheels slips a little to reieve the tension. We
therefore recommend that you use four-wheel drive only when
you need it.
A Word About Noise. During the operation of the many
vehicles in which the LOCK-RIGHT has been installed, we’ve
sometimes noticed a couple of “noises” which should be mentioned.
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a)Click.
The LOCK-RIGHT released the outside
wheel in a turn. This means that its coupler (or side gear) rotates
faster than its driver so that the teeth passing by each other produce a uniform “click-click-click” that can sometimes be heard
during turning. Cold weather and/or thicker oil will decrease the
sound. this clicking is completely normal and lets you know that
everything is functioning properly (also see the section about
trouble-shooting on page 14).
b) Chirp. During cornering, the faster outside wheel
is free-wheeling; the slower inside wheel is under power but is
having weight transferred off as the vehicle leans toward the outside. Under a lot of throttle on the street, it may “chirp” on the
pavement as it momentarily loses traction and spins a little to
catch up with the outside wheel. As soon as it is prevented from
rotating any faster by the outside wheel it regains traction. This
action may repeat several times in the course of a powered turn.
This condition does not result from any tire scuffing or dragging
as with some other lockers or limited slip differentials. Applying
only a little throttle will eliminate the noise.
c) Clunk. As mentioned on page 7, the LOCK-RIGHT has
about 25° of free drive shaft rotation built into it so that it can
operate properly. This backlash may produce a “clunk” in the
driveline when getting on and off the gas that is perfectly normal.
This noise is more prevalent with stick shift vehicles than with automatic transmission vehicles, but the operator should be aware
that it exists. Also, be sure that the unit is installed properly before attributing any noise to the locker itself.
Get Ready! Your vehicle is now equipped with the
LOCK-RIGHT! Test it first by driving on paved roads, then take it
off-road. Now it will really climb! Try it in two-wheel drive and
see how much farther you can now go where before you needed
four-wheel drive. Put it into four-wheel drive and really go to
town—but be careful and drive conservatively! Be sure to read
and understand the following sections!
Driving Precautions
WARNING: Failure to observe the precautions in this
manual may result in damage to your new LOCK-RIGHT and/or
injury to personnel. The manufacturer, wholesalers and distributors who sell the LOCK-RIGHT do so with the express stipulation
that the owner and/or operator is responsible for proper LOCKRIGHT installation and safe vehicle operation (see the warranty
for more details).
The following comment is contained in the warranty but
also needs to be stated in this section: “Neither manufacturer
nor seller will be liable for any injury, loss, damage or inconvenience arising directly or indirectly from the installation or use of
thes [LOCK-RIGHT] parts or the inability to install or use same.”
The LOCK-RIGHT gives your vehicle the ultimate in traction but
also gives you more responsibility for its careful operation.
Traction-adding differentials, including clutch-pack
types, can get you into trouble in three ways:
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1. First—by giving your vehicle different operating
characteristics than before; you must take greater care during
driving.
2. Second—by getting you farther up a hill before your
vehicle stops; getting back down can be more difficult than before.
3. Third—by breaking an axle shaft. This way is more
subtle but is potentially more dangerous. We will carefully analyze this situation for you. This analysis also holds true for many
other types of traction-adding differentials, including clutch-pack
limited slip units.
a) Applying Power. Because the LOCK-RIGHT can apply
twice as much of the available engine torque (100%) to either
axle shaft when compared with the standard differential (50%),
you must be more careful than before when getting your vehicle
out of a rough situation. To avoid breakage, therefore, be sure to
apply power smoothly and avoid jerking.
b) Breaking. An axle shaft generally will break
when it is under a lot of power. When this happens, the wheel
on the opposite side will still be powered because of the
torque-transferring capability of the differential—and the vehicle will tend to turn quickly toward the side on which the break
occured. When a front axle shaft breaks, the remaining powered
wheel will also try to turn around the steering knuckle because
its pulling is then no longer balanced through the tie bar by the
pulling of the other wheel. Suddenly having only one front wheel
powered can jerk the steering wheel right out of your hands;
therefore, remember! Any traction-adding differential will give
your vehicle more capability but also must be used with more
care than a standard differential.
Full-floating Axles. If the broken axle shaft is a
full-floating type (many fronts and some rears) and the vehicle continues to be driven, after about five minutes of operation check the temperature of the affected axle housing by feel
and continue to do so occasionally. This precaution is because
in the unlikely event that the axle has broken near the outer
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versely affected as described above under “Breaking”. Again,
remember to hold the steering wheel tightly when driving in difficult situations. Also, driving the vehicle on ice in front-wheel
drive is not recommended.
CAUTION: Vehicle control will be affected by a broken
axle shaft and further damage can occur. Replace it as soon as
possible!
end it can drop down onto the inside of the spindle or housing;
since the differential is of a traction-adding design the axle shaft
will keep right on spinning. This rubbing may cause heat build-up
that could eventually lead to damage.
Front Wheel Drive. In some emergency situations it becomes necessary to drive a 4x4 vehicle in front-wheel drive only.
If the vehicle has a traction-adding differential in the front, steering in a turn will become difficult because the inside wheel will
continually try to straighten out. The vehicle can also be operated
as a 4x1; however, steering becomes even more difficult because
accelerating tends to turn the steering wheel in one direction, and
decelerating tends to turn it in the other direction. Even by holding the steering wheel tightly, the vehicle still will steer from side
to side by itself because of play in the drag link, tie rod and steering
box. Therefore, be extremely careful if you must drive with only
one front axle. Also, if one front axle should break when operating in front-end-only two-wheel drive, the steering would be ad-
Driving Information Summarized
Operation. Your vehicle essentially will operate normally in 2WD on- or off-road. A momentary slight sideways motion at the rear may occur when getting on or off the throttle.
Front axle. If you have a LOCK-RIGHT in the front axle,
steering in 2WD will not be affected, even with the front hubs
engaged (also see the next section).
Hard-surfaced roads. Do not drive on hard-surfaced roads in 4WD because Driveline wind-up occurs even more rapidly with a locking differential
12
than with a standard differential! With a LOCK-RIGHT in the front
axle, driving on hard dirt roads in 4WD also is not recommended
because understeer will occur, and also simply because it is not
needed.
Power. Be very careful when applying a lot of power. If
an axle shaft breaks, the vehicle may turn rapidly to one side and/
or the steering will be affected. Also, be careful when driving in
an emergency with only one axle shaft.
Your new LOCK-RIGHT-equipped vehicle now has much
more traction than before. This means that it will climb farther
and become stuck less, so be careful about where you are going and be sure that you can either turn around or back down.
On slippery surfaces, especially on ice, accelerating during cornering can make the vehicle tend to straighten out, so drive
carefully. When decelerating under slippery conditions, use
the engine rather than the brakes to slow down. When on a
hill, don’t get your vehicle sideways. When parking, be sure to
use the emergency brake. Obey all safety precautions outlined
in the manufacturer’s manuals.
Experience the ultimate in 4WD off-road! Just point
your vehicle—and go almost anywhere. Be conservative in how
you get there, however, because a traction-adding differential can get you into more trouble than a standard differential.
Remember—the LOCK-RIGHT gets you farther more easily but
doesn’t make up for carelessness and inexperience. Be careful
and have fun!
Lubrication
The LOCK-RIGHT is designed to operate with any lubricant that is made for use with differential gears. For warmer climates we recommend a weight of 85-140 to provide adequate
lubrication and to minimize the normal “clicking” sound around
corners. For colder climates we recommend a light oil (such as
75-90) as recommended by the vehicle manufacturer.
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water can be sucked in past the oil seals and into the gear oil.
Until they mix, the water will settle to the bottom; it is important
to carefully crack open the drain plug and remove the water as
soon as possible to prevent rust and corrosion.
After the oil and water have emulsified (mixed on a
microscopic level), high temperatures may not drive the water
out as readily as before mixing. Also, the oil-and-water mixture
will not lubricate well and will cause corrosion, so replace it with
fresh lubricant as soon as possible.
A similar high-temperature-then-vacuum situation can
occur with U-joints. After submersion they should be greased as
soon as possible to drive out any water.
Temperature and Moisture
Temperature. the LOCK-RIGHT will operate at any temperature that is likely to be encountered in the field. However, if
your vehicle has been parked all night in the snow, for example,
the gear oil can become as thick as honey and this can cause the
parts to move more slowly than normal. We suggest that you
drive the vehicle for a few miles on-road to warm up the oil before taking it off-road. If you are already off-road, drive easily for
a while before doing difficult climbing.
Moisture. The following comments involve the whole
power train and we offer them to help assure a long life for your
vehicle in general and for your LOCK-RIGHT in particular.
Sustained driving will substantially increase the
temperature of the axle housing, transmission, transfer
case, etc. If these units are suddenly plunged into cold water, as when crossing a stream, for example, rapid cooling
can produce a vacuum. If the housing remains submerged,
Troubleshooting
Your New LOCK-RIGHT is designed to operate trouble-free. If unusual noises or jerking begin to occur, the assembly should be removed and examined
14
for anything either excessively worn or broken. Any bad parts
should be replaced. Also see the note at the end of the warranty
section about increases in horsepower and/or tire size.
The slight clicking sometimes heard during cornering
can also aid in trouble shooting. If your vehicle is turning and no
clicking sound is heard at all, even in a tight turn, an axle shaft
may be broken and further checks should be made (see the installation manual for details). Briefly, block the vehicle, put it in
gear (or in park) and release the emergency brake, jack up both
tires, rotate and hold one and spin the other one in the opposite
direction. Repeat for both tires in both directions.
Important Warranty Information
The following warranty is in lieu of all others express or
implied, whether oral or written, and no person is authorized to
make any representation to the contrary.
Your new LOCK-RIGHT is manufactured from carefully selected steel, machined on close-tolerance computer-controlled machinery and heat-treated for maximum durability. The
LOCK-RIGHT is the result of detailed engineering, careful manufacture, and most importantly, hundreds of thousands of miles
of in-vehicle operation. If any problems occur, we will, of course,
do our best to resolve them. However, because we are unable
to control either the installation or the use of these parts, our
guarantee can only related to their design and manufacture, and
is as follows:
Servicing
The LOCK-RIGHT does not require service other than
that normally done on the differential as recommended by the
vehicle manufacturer. Use the recommended lubricant and replace it at the proper intervals (also see the section in this manual about temperature and moisture on page 14).
15
LOCK-RIGHT should not be installed and should be returned to
the supplier. Installation and use of these parts constitutes acceptance of these conditions.”
The LOCK-RIGHT is a full-locking differential that operates in both the front and rear. It is a cost-effective design because our parts fit into your own differential case rather than
into a specially-manufactured case that would be more expensive. We have carefully designed the LOCK-RIGHT to minimize
stresses in the stock differential case; however, tire sizes and/or
horsepower increases should be taken into account because the
vehicle manufacturer’s differential parts may have some limitations. Remember: our warranty does not cover parts that are
not supplied by us and in no situation does it cover abuse caused
by high-horsepower engines or large-diameter tires.
Limited Warranty
“The manufacturer and seller make no warranty, express or implied, with respect to the installation, use or application of the LOCK-RIGHT locking differential, and assume no
obligation with respect thereto, except for a period of TWO
YEARS from the date of sale to the original end user and/or retail buyer, to repair or replace only the parts that we supply, if,
upon our examination, they appear to have been installed correctly in their intended application, have not been abused, and
are defective in material or workmanship. Neither the manufacturer nor seller will be liable for any injury, loss, damage or
inconvenience arising directly or indirectly from the installation
or use of these parts or the inability to install or use same. It
is the purchaser’s and/or user’s responsibility to properly install
and use these parts, and the purchaser and/or user assume all
risks and liabilities whatsoever in connection therewith. If these
stipulations are not acceptable to the purchaser and/or user, the
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1000701MOA-V1A-2012
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