Modified 100-series Wish List

[ShottsUZJ100]

Well, Shotts said it was a "Wish List" so I threw the Truetrac's in there. The reason I like them is they are gear driven, well built and strong and have very few parts to fail (no airlines or electical connections). Also, because they are a limited slip design, they are very smooth on road. The sweetest thing about them is that they can be activated by brake modulation. On a 100 with traction control, they activate automatically because the TC uses brake modulation to slow the spinning wheel. This in turn causes the Truetrac to kick in and give traction. It works really well on LR Discovery series II, which uses a similar design. The only problem is, they aren't made for a 100, and because of small market, I doubt they ever will be. I've already contacted Tractech and Quaiffe and neither company has plans to build a LSD for the 100. So, I'll probably go with ARB's when the gears are available.

As far as the tire carrier goes, I'm thinking about working on that and a set of cargo drawers for the rear this spring/summer. The design in my head so far is to build a cage that bolts to the frame and then have the skid plate hinged at the front so that the plate can drop down to remove the spare from the rear. Once I start building, I'll post some pics. Any of you vendors out there want to build something like that, I'd be interested. That way, I don't have to spend a lot of time fabbing one up.

Greg
'01 UZJ100

I myself wouldn't switch from an open diff when unlocked. I'd be skeptacle as to ride quality and TRAC effectiveness (meaning if TRAC can truly be in 100% control instead of an LSD). Of course I have no basis for this opinion. It would make for a interesting test if it were possible.
Other than ARB, my preferance would have been to add 2 electric lockers (open when unlocked) though they are not offered and only if they locked and unlocked fast like the ARB's. (I do not like my 80's factory lockers after having ARB's) I cannot fault an ARB/TRAC combo whatsoever and I wsh for nothing at this point (exceot a BIG air compressor for the tires )

 

[Greg B]

I'd be skeptacle as to ride quality and TRAC effectiveness (meaning if TRAC can truly be in 100% control instead of an LSD). Of course I have no basis for this opinion. It would make for a interesting test if it were possible.

Ride quality in the rear is unaffected by TrueTracs. The only difference in the front is how it affects the steering. TT's cause a vehicle to track very straight but also make the steering feel heavier. The good thing though is that on lifted vehicles, the TT hides the effects of castor issues. TRAC should work very well with TT's because the TT will limit slippage so the TRAC doesn't have to work as hard. It really is sweet to see a vehicle with TT's and traction control. A wheel starts spinning, the traction control applies the brake, the TT engages, and the vehicle just walks on by. But, like I said earlier, I doubt we'll get the opportunity to see one in action if the manufacturers won't build them.

 

[Greg B]

I cannot fault an ARB/TRAC combo whatsoever and I wsh for nothing at this point (exceot a BIG air compressor for the tires )

Don't get the wrong idea, I'm not bashing the ARB setup. The ARB setup is a great way to go. I just like the TT setup because of its simplicity in design. There is no additional compressors, solenoids, airlines, or electrical connections to fail in the field. There is no maintenance other than the changing of gear oil in the diffs. Its simple and it works great. And, finally, it's about half the price of a comparable ARB setup. Now if someone would make them, I'd shuddup and buy them.

 

[ShottsUZJ100]

Ride quality in the rear is unaffected by TrueTracs. The only difference in the front is how it affects the steering. TT's cause a vehicle to track very straight but also make the steering feel heavier.

I wouldn't accept this heavier feeling. I've also heard of tire wear issues, though I'm not the expert.

I'm also skeptical on the TRAC with LSD. Brake activates on one side and IF there is a diff causing "power sharing" betweed sides then there would be a partial "brake" to both sides when TRAC works. I've seen many Disco/Rover trac systems. While they work pretty much the same they are different from the 100. I'd want no diff-caused relation between sides to exist so TRAC had 100% of the control (only because the 100's TRAC is so tight, unlike Rovers and other rigs).

 

[Greg B]

I wouldn't accept this heavier feeling. I've also heard of tire wear issues, though I'm not the expert.

It's definitely a personal preference on the steering. As far as tire wear, I've heard of this on an automatic locker like a Detroit, but not on a TrueTrac.

Brake activates on one side and IF there is a diff causing "power sharing" betweed sides then there would be a partial "brake" to both sides when TRAC works.

I doubt this could happen. The TT is not always engaged. When a wheel slips, the TRAC activates the brake on that side, this activates the TT. At that point, the TT would lock up. This should prompt the TRAC to stop because the slippage is stopped just like when you activate the ARB.

 

[ShottsUZJ100]

It's definitely a personal preference on the steering. As far as tire wear, I've heard of this on an automatic locker like a Detroit, but not on a TrueTrac.




I doubt this could happen. The TT is not always engaged. When a wheel slips, the TRAC activates the brake on that side, this activates the TT. At that point, the TT would lock up. This should prompt the TRAC to stop because the slippage is stopped just like when you activate the ARB.

Hmmmm, makes sense in theory?

 

[Greg B]

Hmmmm, makes sense in theory?

Yeah, unfortunately, I think that's all we'll ever have is theory. Doesn't look like I'll be able to test the theory for you.