Dauntless Drivetrain Change

 

Thanks Bob.   I really like this old thing,  lots of memories,  and as you say, ->   it looks its age.    I have been thinking about these upgrades for many years,  and now almost there.

 

Hopefully some day we can wheel together.

Pinion reload is set up with shims. 

When you get that far along.

I suggest starting with .068 Preload shim pack. 

A slight drag will be felt when preload is correct.

First thing is to snug the ring gear down  on your differential carrier.

10 possible mounting positions . 

Shoot for the least amount ring gear runout. 

Ideally zero runout. I think  .003"?  or .005" ? s the factory service limit.

Memory alone is not so reliable.

Can check service manual if you need that spec.

 

 

Update since then  (as mentioned above) -->  Eaton TrueTrac limited-slip in rear.

 

In a very short test run this evening:
 - no skid-marks in gravel driveway,  when reversing, uphill, turning 90 degrees in turnaround area.  The lock-rite locker always did make skid marks.

 - On paved road, RH,  up-hill turn,  no tire scuffing . . (the locker always caused squealing tires)
 - offroad ->  prior to installing TrueTrac,  the open diff rear would not climb a steep,  leaf-covered, trail behind my house.  (one wheel started spinning). . .  today,  the TrueTrac did not make it either,  BUT it was spinning BOTH rear tires.  . .   It was not a fair comparison, however,  because the trail is extremely wet from very heavy rains earlier today.   I will try again, after things dry out a little.

 - on gravel etc, -> "blip" the throttle,  both tires spin   (when open,  only one tire would spin)

 

So far the TrueTrac seems to have most of the traction advantages of LockRite,  without the negative effects.   (but have not gotten crossed up,  with a tire off the ground)

 

As mentioned before,   hopefully this will serve as vent and electrical feed.

 

 

These photos are not good,  but this shows the top of front diff housing,  the fuel line coming out of top,  bent at angle to clear the radiator hose above.    (remember this is Dauntless,  so the hose is on passenger side)

I was happy that the heat gun was able to soften the fuel line, and at same time form the heat-shrink to maintain a decent bend.

Did a little "off-road" testing at lunchtime.   There is a fairly steep slope where the parking lot drops off.    I backed down that,  then tried to come back up.   The ground is still a little loose from all the rain.  

 - 2WD rear only,           started spinning at steepest part,  both tires spinning

 - 2WD front only,  open,    "            "                "         "    ,  only driver spinning

 - 2WD front only,  locked,    "            "                "         "    ,  both fronts spinning

 - 4WD front locked,  came up hill,  no spinning,  or even slight slippage.     
     I had already made enough marks in the grass,  so did not try 4WD open front

When I hit the parking lot in 4WD and front locked,  and tried to turn,  I see now what everyone talks about.   It was HARD to steer.     As expected from what I have read - >  I switched off the Elocker in that turn,  but it did not unlock,  until I straightened it out.

No rain in forecast, so hoping to get some real off-road testing this weekend.

 

I ordered a better fan,  in the hopes that more airflow will help on hotter days on the trail.   If not,  I may need to get a better radiator.