Wagoneer Axles In 69 Cj5

The ability to corner is where I had the problem. If you go into a corner loaded and then have to back off the gas, be ready for a ride because you are about to get one. Most especially so on dry pavement.

 

Success with ARBs are in the set up. I had them in the front and rear of my TJ for over 100,000 miles and not a problem. Definitely I would run a selectable locker in the front. When it was locked my TJ did not want to turn. It was more like point and shoot. I am building Wagoneer axles for my Jeepster with Eaton E-Lockers just to try something different.

 

I run them both ends, but I have a 44 in the front. Only locked when under power. Very trouble free, and no "I forgot to push the button".

 

And that's true, but I am only using it for low speed rock trails, and in that case, I never have to do anything, as there is usually enough slip on the dirt or sand on the granite for it to turn fine.

 

I hear that all the time, and to each his own, for sure. It's been a long argument around here. In my case, the simplicity and trouble-free aspect of a Detroit in a strictly trail jeep is the way to go. If I had a nickel for every time someones ARB was malfunctioning, or they forgot to push the button, I could buy us all a beer.

 

I’m trying to understand something here so please help me. You are saying that because someone forgot to push the button that is a product issue? Shouldn’t that fall under the category of operator failure? How is that different than someone forgetting to dial in their locking hubs?
What other malfunctures have you seen or experienced? All the ones I have had to fix or seen were either poor quality installations, poor quality routing of the airlines (which I’ve found was most common), or an anomaly like a log or something that tore out the air line and typically the brake and vent line at the same time. I’ve fixed several with the o-rings damaged from poor installation practices or side bearing preload not set correctly. This allows the case to walk back and forth and damage the air passage o-rings.

The E-locker and others can be quite good choices as well if that is what you need. Having had somewhere around 25 years with Lock-Rites in my personal vehicle, which act just like Detroits, they have their place too. But not for everyone and I’ve found what others have said about autolockers, especially in ice and snow, to be absolutely true. I liked them, but they have drawbacks like anything. I’m switching to ARB’s in my personal vehicle.
If Detroits work for you, that’s great. But don’t assume that will work for everyone.

 

I definitely do not assume they work for everyone, and, as I said, to each his own. Yes, not pushing the button is operator failure, but not akin to not locking the hubs, because the user puts the arb in and out all day for every obstacle. As far as failures, solenoids, wiring, air lines, o-rings, fuses, compressors come to mind. Ask the Rubicon mechanics, they deal with it year after year. Then ask them how many Detroits they have ever seen fail.

 

I really like my ARB's. But in defense of Tim's arguments, on my last trail run Yellowjacket had switch and fuse failures that took out my locker ability. Not ARB's fault. I blame the lack of exercise my rig had in the last 14 years under previous ownership. Stuff needs to be used to stay in operable condition.

 

well I just got new nitro ring and pinion sets 5.13 ,nitro master install kits, i got yukon zip lockers for front and rear, and now just have to find someone to install all this stuff...im going to install the arb compact compressor and have everything ready to go ahead of time....