IH8MUD.com - View Single Post - 100-series modification differences and evaluations (by John Shotts):

ShottsUZJ100 · 05-22-07, 07:11 PM

Have you read the last post?

ARB Air Lockers were installed.

ARB was the obvious choice for me. Reasons:

*When unlocked, the diff is "open". Because it's open:

**The vehicle works the same as stock...Permanent 4WD
**ActiveTRAC traction control is uneffected
**VSC is uneffected

*They lock and unlock near instantly
*They are stronger than factory Toyota diffs

The install was done by 4Wheel Parts in Mesa, AZ. Obviously, this was there first ever 100-series vehicle to get lockers. They did a great job. The switch install looked great and to date they have not failed (~60K miles). Here's some pics:

By the way....Doron Strassman (the creater of my diff drop) also figured out how to make the lockers activate the factory dash locker lights light. Info on that can be found on IH8MUD.COM.

What about gears? The pumpkins were ripped out. Isn't that the time to do it?

Nobody knew if gears from an 80-series would work in the 100-series. 4WP's obtained a set from Randy's R&P though they did not fit. The front gear in the 100 is the same as an 80. The rear gear is different in the 100 so that scratched the gear swap. A bit disappointed but we'd live with it.

NOTE: Folks have found a way to regear the rear of the 100. They use a 100-series locker, an 80-series gearset as well as other 80-series parts and the like. It's costly. Somewhere around $2400...no thanks.

OFF-ROAD TESTING:

FABULOUS! Even more grip! Less slippage. It was obvious that these will save wear and tear on the tires and driveline components.

One notable improvement (if you have a 2000+ with traction control) is running LOCKED REAR and UNLOCKED FRONT/TRAC combo. With a locked rear and an UNlocked front you have full turning capability. The front TRAC claws for traction which helps though you can still turn! What a sweet advantage over a fully locked front. Of course, if needed you can lock the front too.

COMMENT: At first at was also apparent that tire wear was lessened since adding the lockers. Less clawing for traction equalled less wear and tear on the tires (and trail). This was short lived however. Once I kept learning the vehicle's added capabilities I began taking harder and harder lines. The result? Chewed up tires far faster than without the lockers. I drove this vehicle at an entire other "level" than before.

Here's pics of some lines I took where lockers really reduced the difficulty vs traction control:

FR42 (north half):

Chiva Falls (left side of Three Feathers obstacle):

Pyeatte Draw:

What about breakage with the front locker? Is the IFS strong enough?

Time has proven the 100-series ISF is up to the task. There's been numerous times where I've been locked front and had to turn, climb, hop, and the like. The CV axles are large and solid. No issues in 4 years!

What about triple lockers vs traction control?

No one system is best. That's the beauty of having BOTH systems at your disposal. Here's some examples:

Triple lockers:

*Overall, the most traction, especialy if flexed out.
*Off-camber, locker(s) can pull you to the side off the rock and/or into the ditch.
*Locking just one (the rear) is usually enough....IF the rear axle is the one with traction. Scenario: I've been in situation with rear-locked 98-99 where the rear wheels were in the wet and fronts on a dry ledge. The vehicle didn't move.

ActiveTRAC:

*Enough traction to run most trails (even difficult ones) successfully.
*Off-camber, traction control usually tracks true with little side-to-side effect. It's usually safer in these scenarios.
*All four wheels have traction assist. In the above scenario (wet rear wheels, dry fronts...or even vsa0versa) the TRAC vehicle would climb.
*A locked rear/front TRAC combo simulates a locked front locker fairly closely. It also allows for 100% turning capability often making the climb easier than a locked front.

NOTE: There is an advantage too (in my opinion) to having ARB lockers (over Toyota electric lockers) and a CDL (center diff lock) switch. On very tight turns where the terrain requires added traction, locking the rear and leaving the CDL open (off/unlocked) allows for a MUCH tighter turn than with a locked CDL. Since this is not possible with electric lockers, this is another advantage you have depending on your challenge.

What about snow and ice?

Field testing in slick and icy situations gives traction control (and VSC) a HUGE advantage over lockers. With TRAC and VSC you have a system doing things for you that a driver can't figure. Point the truck, use care, and it does much of the work for you. On the other hand, lockers will slide you sideways and/or can spin you out. Of course driver experience effects these outcomes, however in my comparisons I could do things, and easily, with TRAC and VSC I could not do locked up. This included climbing simple icy hills. TRAC did it. I couldn't move when I locked up. I just slid all over.

05-22-07, 07:11 PM	#12 (permalink)
ShottsUZJ100 Join Date: Apr 2003 Location: Tucson, AZ Posts: 7,446	Have you read the last post? ARB Air Lockers were installed. ARB was the obvious choice for me. Reasons: When unlocked, the diff is "open". Because it's open: The vehicle works the same as stock...Permanent 4WD ActiveTRAC traction control is uneffected VSC is uneffected They lock and unlock near instantly They are stronger than factory Toyota diffs The install was done by 4Wheel Parts in Mesa, AZ. Obviously, this was there first ever 100-series vehicle to get lockers. They did a great job. The switch install looked great and to date they have not failed (~60K miles). Here's some pics: By the way....Doron Strassman (the creater of my diff drop) also figured out how to make the lockers activate the factory dash locker lights light. Info on that can be found on IH8MUD.COM. What about gears? The pumpkins were ripped out. Isn't that the time to do it?* Nobody knew if gears from an 80-series would work in the 100-series. 4WP's obtained a set from Randy's R&P though they did not fit. The front gear in the 100 is the same as an 80. The rear gear is different in the 100 so that scratched the gear swap. A bit disappointed but we'd live with it. NOTE: Folks have found a way to regear the rear of the 100. They use a 100-series locker, an 80-series gearset as well as other 80-series parts and the like. It's costly. Somewhere around $2400...no thanks. OFF-ROAD TESTING: FABULOUS! Even more grip! Less slippage. It was obvious that these will save wear and tear on the tires and driveline components. One notable improvement (if you have a 2000+ with traction control) is running LOCKED REAR and UNLOCKED FRONT/TRAC combo. With a locked rear and an UNlocked front you have full turning capability. The front TRAC claws for traction which helps though you can still turn! What a sweet advantage over a fully locked front. Of course, if needed you can lock the front too. COMMENT: At first at was also apparent that tire wear was lessened since adding the lockers. Less clawing for traction equalled less wear and tear on the tires (and trail). This was short lived however. Once I kept learning the vehicle's added capabilities I began taking harder and harder lines. The result? Chewed up tires far faster than without the lockers. I drove this vehicle at an entire other "level" than before. Here's pics of some lines I took where lockers really reduced the difficulty vs traction control: FR42 (north half): Chiva Falls (left side of Three Feathers obstacle): Pyeatte Draw: What about breakage with the front locker? Is the IFS strong enough? Time has proven the 100-series ISF is up to the task. There's been numerous times where I've been locked front and had to turn, climb, hop, and the like. The CV axles are large and solid. No issues in 4 years! What about triple lockers vs traction control? No one system is best. That's the beauty of having BOTH systems at your disposal. Here's some examples: Triple lockers: Overall, the most traction, especialy if flexed out. Off-camber, locker(s) can pull you to the side off the rock and/or into the ditch. Locking just one (the rear) is usually enough....IF the rear axle is the one with traction. Scenario: I've been in situation with rear-locked 98-99 where the rear wheels were in the wet and fronts on a dry ledge. The vehicle didn't move.* ActiveTRAC: Enough traction to run most trails (even difficult ones) successfully. Off-camber, traction control usually tracks true with little side-to-side effect. It's usually safer in these scenarios. All four wheels have traction assist. In the above scenario (wet rear wheels, dry fronts...or even vsa0versa) the TRAC vehicle would climb. A locked rear/front TRAC combo simulates a locked front locker fairly closely. It also allows for 100% turning capability often making the climb easier than a locked front. NOTE: There is an advantage too (in my opinion) to having ARB lockers (over Toyota electric lockers) and a CDL (center diff lock) switch. On very tight turns where the terrain requires added traction, locking the rear and leaving the CDL open (off/unlocked) allows for a MUCH tighter turn than with a locked CDL. Since this is not possible with electric lockers, this is another advantage you have depending on your challenge. *What about snow and ice?* Field testing in slick and icy situations gives traction control (and VSC) a HUGE advantage over lockers. With TRAC and VSC you have a system doing things for you that a driver can't figure. Point the truck, use care, and it does much of the work for you. On the other hand, lockers will slide you sideways and/or can spin you out. Of course driver experience effects these outcomes, however in my comparisons I could do things, and easily, with TRAC and VSC I could not do locked up. This included climbing simple icy hills. TRAC did it. I couldn't move when I locked up. I just slid all over. Last edited by ShottsUZJ100; 08-16-07 at 05:26 PM.