The same exact reason I decided not to do a write up on gear swap/ axle rebuilds. Too many variables & specialty equipment needed. I know the frame has to be strengthened & custom crossmember made. And unless you're an expert on axle articulation and steering geometry, I'd steer clear of it. A local custom 4x4 shop would be a much better resource for the info.

 

I wish I had a custom 4x4 shop I could go to

 

Exactly. Not everybody has the same skill set. And honestly, most people are lazy or try to cut corners. Steering, braking, and drive axles are not something you want to halfass. I'm a decent welder, but I'm not great. i would personally have to research structural welding for frames before i would attempt an SAS build. Then I'd have to practice my welding. Lol.

The other thing is 3 kids kind of take the funds from doing proper builds. Haha.

 

Hear you on that brother. Family priorities always override truck fun. Lol. That's why you need a secret savings fund! Haha

 

I would say no because there would be no torque been applied via the driveshaft.

As for the sas progress the axles been under for quite a while it's all the extra work I created relocating the fuel tank and shortening the wheelbase.

 

You are correct Sir. A torsen locker will not keep the truck in 4x4.

BUT! lol
In an open diff front end, the rotating force of the drivers side tire is transferred to the open (unengaged) passenger side of the spider gears while driving. No torque or spinning motion is transferred back through the front drive shaft. When you have a limited slip or locking device, the rotational torque is sent back to the front drive shaft. Now the transfer case is disengaged so the rotational torque is cancelled on the open side if the transfer case. This still causes parasitic drag from the front right tire & will affect fuel mileage & turning radius. It also creates more possible wear on the front output shaft bearings of the transfer case and pinion bearings.

Think about it this way. If you have your truck (open diff) in 2wd and reach under it and spin the front drive shaft, it will spin freely. If you do the same with a lsd or locker present, the shaft will not spin at all. It's still engaged to the front right tire.

 

I'm going to copy paste this in the other thread the a few of us were on so everyone can see. Thanks again man!

 

Why would this transfer parasitic drag out to front right tire if the collar is not engaged?

I feel like you will get the drag from the short shaft to where the axle tube connects but with the collar being undone wouldnt the drag be minimal?

 

You get more drag from the ring and pinion being turned rather than the rotation being channeled through the spider gears to the disengaged portion of the axle. Having to turn the much heavier ring and pinion plus the front drive shaft creates more drag. I'm not saying it's like stepping on the brakes or anything, but more drag & wear nonetheless.

 

I had it in my mind that the R&P spun with the front left tire in the open configuration even with the vehicle being in 2wd. Hmmm I need to study a bit more