[BirdDog0]

Having already had the front dif casing (ring and workings) out, I installed the Powertrax (no longer Powertrax by the way, now kn own as Richmond Gears) Lockright Locker for the front end. Taking my time...OK...milking it, it took about 2 hours. I had to remove the ring itself to access the spider shaft. Anyway, things went in smoothly and the differential is ready for replacement back into the truck.

Is a locker in the front prudent with the stock 4WD engagement set-up? Powertrax seems to think so. In theory(and supposed practice) when the 4WD is disengaged, the front drive shaft doesn not receive input from the transfer case (true). As well, the ADD throws a coupling unit that allows for the passenger side of the front axle to disengage from the drive train/front differential, thus, both IFS axles are free to rotate independently of each other. The driver side axle is still connected to the front differential mechanism and all things are turning at a rate equal to the left front tire rotation..this includes the spider and side gears which still rotate in equal and opposite directions under a no torque condition. If this were a locker set-up (what I now have) instead of the open-dif, the whole differential unit would turn as one unit (no differentiation), but this is OK since the right side of the axle is supposed to be free from the dif...

Is everybody following this?

So, my predicament is such: Should I install the new locker differential back into the stock front end(no manual hubs) and test the theory?? Or do I wait for the hubs to come in and be sure that the front end will not engage until I select it to do so?

On another note, the rear No-slip will try for an install this weekend. I'll keep everything posted for continuity's sake later on. There doesn't seem to be much positive/negative info on the P-trax systems on the site...

BD0