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'89 K5 The Bulldozer

1989 K5, linked, caged, backhalfed, LS3, Hero case, on 42's
Overview Gallery Discussion
mrk5 said:
I've wondered about locking the ARB while moving. I tend to do it when stopped because I wasn't sure it was a good idea.
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Its not so much about moving, its the rpm difference of the axle shafts and tires. You could be going 200mph perfectly straight and the rpm difference between the two axles is 0.

But, life is not nice that way. When you want to lock and unlock it your always in a tight spot on a trail turning and going over rocks. No big deal really though. This thing has been operated that way for an insane amount of time.

Also, we have to be honest, it was hurt, and I then beat on it harder in moab. It was popping under serious power. Look at the dune video, over 5k rpm and its going in and out. If you just check it after 5 years or so and replace only the locking collar your looking at 115.00 bucks. Its not until you do dumb stuff that you'd need the spider gear, which is the money part.
 
Time to get stuff started going back together.

Firstly is the gigantic mess that is the ARB bulkhead fitting. They've changed stuff, line size etc, since my old locker went in. My old oring was junk, and the new ones are different size. So I must move to the new bulkhead fitting. But its a different thread size for the line attachment fitting. I run -3an air lines. My old bulkhead fitting was 3/8x24 unf.

ARB told me the new one is the same thread size. And there's no way it is. Its a 28 TPI thread. The new fitting has a 3/8x28 female thread for the banjo bolt setup.

Nobody makes a -3an to 3/8x28 male to male adapter. So time to make my own.


Only thing left is the hex portion but I need to wait until I free up my mill.
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New locker going in.

There was more stoning on the carrier than I remember on the other one. The seal cap 100% was a rougher than the old one. I had to do alot of stoning and cleaning up on that part.
It setup good. Took some more adjustment on the bearing adjusters than the old carrier, but only by a tiny bit. New bearings too, so it definitely could be from that.
The copper line seems way harder to work than the old one. This is interesting. I suppose this is why the new bulkhead is way different with two o-rings and a spacer. OD on the lines are the same.

I've got it holding air for a little bit until I call it good.

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Finally time to button the rear axle up. FWIW axles go into the new carrier like butter. Outer splines are 40, inners are standard 14b 30. I had the option for 35 and 40 spline carrier splines for the exact same money on the carrier and shafts.. 30spline on a 14b is huge anyways and it gives me the option of semi-readily available shafts. Atleast more-so than 35 and 40 spline. So that was my choice.

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If I understand correctly from the pictures, the actual shaft is a separate piece from the flange. It's an interesting idea, but what's the advantage?
 
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