| Differentials / Lockers / R&P Gears | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Overview | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| The front differential is currently
stock. Something will change in the next year. Either an ARB up front or a
bigger task and much more $$$, a Dana 44 with ARB locker. The rear axles and housing are stock. The differential is a ARB Air Locker. This was installed in 1990 and although I've had problem with the air compressor, the locker itself has proven to be reliable and strong. See the Engine Compartment page for information about the air compressor mounting. |
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| ARB Air Locker | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| An ARB Air Locker functions in two
modes. One, as a open differential; and two, as a locker. In reality, when
"locked" it performs more like a spooler: Both wheels turn at the same
rate. It does not matter if you are turning the vehicle, plowing through mud or
snow, or have one wheel completely off the ground. There are two steps to operate the Air Locker. The first switch turns on the air compressor. It makes a loud growl as a small container is filled with compressed air. The second switch operates a valve that allows the compressed air to flow through a narrow tube and into the differential. The compressed air pushes a sleeve that locks the two axles together as one. At that point, you go and go and go. Once your stuck, your really screwed! Since the air locker operates as a open differential when on the road, handling characteristics of the truck are not affected. But once you lock it, things can get a little strange and fun at times! The vehicle will want to steer itself, especially through something like mud or snow. Try doing a donut in the snow with the locker on! Instead of a big donut, you can get the vehicle spinning in a complete circle with the axis of the circle right through the middle of the truck. 10-2-2001
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| Ring & Pinion Gears | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| The same time the engine was rebuilt, the front and rear ring & pinion gears were changed. Originally the truck came with 215 size tires and 4.10 ring & pinion gears. Currently, 32 x 11.5 r15 size tires with 5.143 ring and pinion gears are on the truck. The original steel wheels were swapped for the much nicer alloy wheels (size 15x7 JJ) found on the Hardbody SE or Pathfinder SE with the Sports Package. It took over a year to find these off a wrecked Pathfinder from a automobile recycling center (junk yard). Parts of the wheels were sand blasted and any gashes filled in with aluminum pipe repair. They were then repainted the original color. | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| I currently run 5.143 Ring & Pinion gears
with 32x11.50 tires on 7x15 Nissan alloy wheels. Incase anyone is interested, this is what you would see if you run 32" tires on 15x7 wheels with 5.143 R&P gears. The column on the far left is actual MPH determined with a GPS. The numbers found in ( ) is what the speedometer reads. To further throw everything off, my truck came new with 215 tires and that would be what the speedometer was calibrated for. There is room for a little error as I had to do this quickly and didn't repeat the tests.
R200A Differential Housing - Ring & Pinion Sets
H233B Differential Housing - Ring & Pinion Sets
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