Well I got a little too aggressive and was not paying close attention to what the vehicle was telling me. Pretty sure if I was driving and paying attention I would have gotten up this with no drama.
Wow. 5 bounces and the last 2 were huge. I'm not sure what to take away from this. I'd have thought ATRAC could have helped you walk it up. But then again, video and pictures are always deceiving.
Good to hear you made the most of it and got to regear and lock it.
Skidoo says that it was a little too aggressive. ATRAC may have worked/helped with all other factors aside. That's a steep climb, spotter yelling "go, go go", crowd of people, not wanting to be denied. All contributing factors.
Skidoo's willingness to post up what happened, tell us where he may have went wrong or how he could have done something different may help someone else avoid the carnage. (Me included)
Here is a video of similar rock, a little taller and maybe not quite as steep at Cruise Moab 2010. I am third cruiser in video. Know I was more focused and less throttle as front gets past break in slope.
Back to learning from this year, the bouncing starts subtle and if you aren't focused, it gets out of hand fast. Have to tune out the peanut gallery. On this climb the spotter position was on opposite side of bouncing wheel, so he didn't see it until too late.
The driver owns paying attention to vehicle feedback, bottom line.
Never lose focus on what vehicle is doing, the crowd, spotters, etc are just suggestions to be evaluated.
I think you guys are not looking closely. That slickrock is sticky stuff. The front is slamming down and completely stopping that wheel from rotating. That's a huge amount of force.
Yeah, I guess it really depends on how much throttle you're into, not just the sudden stoppage alone. And also in LOW, most likely. Bummer, but cool video!
[Added detail to first post on how to isolate front diff, to make this post a one stop shop for front diff breakage.]
Also adding this to detail what I had replaced:
Ring and pinion gear, stock 4:30 from Nitro Gears (in photo 1st post, ring gear is attached to diff case)
(ring gear is only width of teeth and little thicker than an inch)
1998-2002 models require 29 spline pinion flange as Nitro pinion has later model spline.
Diff case which contains spider gears was replaced by an Airlocker
All seals and bearings. (Master kit + axle seals)
Solid preload spacer to replace crush sleeve.
The Airlocker in addition to locking, provides stronger spider gears and case is beefier. Thinking is stronger case may keep ring & pinion in better mesh under high load preventing gear breakage. The solid spacer also helps with maintaining gear mesh.
I could of just replaced ring and pinion and saved a bunch, but the locker gives me more capability and will protect my gears if I lose focus on my driving for a bit.
Skidoo, did you just have the center locked and ATRAC?
Do you guys think having the rear locked would have helped?
I was rewatching the video, and wondering what made the truck stop halfway up in the first place. It seems like most of the weight was on the rear end, hence the front tire spinning and bouncing. Would having the rear locked have prevented some of the wheel hop up front? 98-99 guys?
It does have A-TRAC and center was locked. I believe the rear airlocker was on.
But I did setup for a climb and then back away to let two buggies play through.
I don't remember shutting any of them off, but in watching the video hard to picture that action with both center and rear locked.
It does have A-TRAC and center was locked. I believe the rear airlocker was on.
But I did setup for a climb and then back away to let two buggies play through.
I don't remember shutting any of them off, but in watching the video hard to picture that action with both center and rear locked.
I'd like to have seen it from the other side. I'm wondering when you got stuck and the DS rear tire stopped spinning, if the PS rear tire was spinning. It doesn't seen like the front tires should be able to spin without the rears spinning with everything locked.
It's hard to reverse with everything locked... Hmm
Go ahead beat the horse, we all want to know where the limits of our rigs are.
From looking at video I would guess rear airlocker was off and rear PS tire was in a hole and spinning.
So maybe I turned off rear locker to back out for buggies.
Then guessing A-TRAC's reaction time is not fast enough to catch this type of thing.
Had the rear been locked the front would probably be OK. If the rear is locked, and CDL, you have to spin both rears as well as one front at the same time to get slip. Having a rear locker will save the front in most situations, but not all, especially in reverse up a slope or in snow/slippery conditions when the ability for the rears to spin is easier
No rear locker engaged. 20psi? You guys really off-road with 20psi? 15psi is as high as I ever run off-road, usually I am at 8-12psi. Bouncing anything will bust stuff, even a built up D60 or 14bolt. It is just not a good way to wheel. If you have never gone down to 10-12psi, give it a try. It makes a huge difference, especially in sand.
The Cruiser would have walked right up that with the rear locker engaged. May have done it without it but with say 8psi in the tires. Driver/spotter error is what caused this in my opinion.
Go ahead beat the horse, we all want to know where the limits of our rigs are.
