I know that sound myself. Hahah. Surprisingly I didn't pop an axle relying solely on my front locker last month. AutoZone axles no less.
I am not clicking on any adsNeed these bitches to click ads more so I can afford a set.
Honestly I was surprised I didn't snap one in calico considering I was on AutoZone specials and relying on my front locker more than I should have been.
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I am not clicking on any ads
hahaha that is impressive from Autozone! These were Oreilys' lol I was also relying only on my front locker, something is messed up on the connector for the position sensor on my rear elocker. Won't send power to the little motor. Trying to
sounds like you’ll be fine with RCV’s, just not your wallet. Idk what I’d want first RCV’s or dual case. Both similar costs.Definitely not a heavy footed wheeler, the slower I can go the happier I am. Case in point, I can't stop thinking about dual casing it. Stock spiders and R&P are gone. I have a Spartan locker up front, which really boils down to a super simplified, stronger version of a Detroit (manual hubs let me road drive without it coming into play). 5.29 gears in each diff. Binding and high stress angles are most def the problem. In this case, the axle break came when I was in reverse at full turn lock backing up on an obstacle, and my crossmember stopped the truck against a rock. Ultimately a clearance issue that @eimkeith and I are looking into. The big sticky maxxis tires had no option to spin and i didn't get out of my pedal in time. I'd post the video, but I don't think I can here, its on my truck insta if you want to see it.
This was the first axle to fail, since you did the LT, right? - if so, I'd continue using the cheap stuff until it starts happening more often, personally. I'm not sure if you'd've spun both fronts or snapped something else in that situation, had you had burly axles..?
Besides - if your spotter had positioned you a bit to the right 30 seconds prior to that, you wouldn't have been in that situation.
I think I'd be shy of a grand on dual cases. Transfer cases are around $150 here, plate adapter would be most expensive ~$400 for Advance adapters, extend or move crossmember (I would probably make something from farm scrap), and then cost of Shortening/Lengthening drive shafts which I have never done so no clue that cost. I'd assume it be the cheaper route.sounds like you’ll be fine with RCV’s, just not your wallet. Idk what I’d want first RCV’s or dual case. Both similar costs.
hahahaha I just appreciate you jumping out to spot me at all, not your fault at all. I blame it all on the crossmember.
I think I'd be shy of a grand on dual cases. Transfer cases are around $150 here, plate adapter would be most expensive ~$400 for Advance adapters, extend or move crossmember (I would probably make something from farm scrap), and then cost of Shortening/Lengthening drive shafts which I have never done so no clue that cost. I'd assume it be the cheaper route.
@theesotericone Do you mind breaking it down to what got you close to 2K? (maybe this is the wrong thread to do it in) These 3rd gen pickups (pre taco) have an RF1A which is pretty common and cheap. The biggest cost I've identified so far will be in the adapter plate.
Are you running limit straps? You might be over extending the suspension. If you have limit straps, they may have stretched.I'm back. I am blowing outer CVs in a constant manner now. "Every time I wheel" constant, I'm at 4 breaks in about 4 months . I am locked in the front and I am also dual cased now. I talked to RCV a few times and they turned me down for axles. My truck uses that flange type inner joint and apparently that is to expensive/time consuming for their shop to tool up for. I have been trying to dig up info using Porsche 930 joints, but haven't found a well of good info past "I heard of someone doing it", and there seems to be some debate over if they can be used for the inner, outer, or inner and outer. Curious if anyone here is more familiar with what can be done and or how to do it?
Are you running limit straps? You might be over extending the suspension. If you have limit straps, they may have stretched.
Hopefully yours are better than mine, my RCVs are a fucking joke. Boots are absolute trash, machining tolerances are terrible, and I don't think they actually have as much articulation as they claim due to the giant size of the shaft, which contacts the birfield cage in the outer joint.I'm in the RCV club and have no regrets. Totally worth the hefty price tag of entry. Granted, I've never busted my stock CVs during normal offroading while my Tundra has been on 40s for a few years now -- I attribute that to not driving like a jackass on obstacles. We'll see if my RCVs hold up to 43s next year though. It's a shame I'll be losing my lifetime warranty on the axles.
I'd suggest installing the droop stops first. With those you might be able to get away without needing limit straps. Droop your front end and spin the wheels. If you feel any binding then you need to limit the droop further. Make sure you turn the wheels each way too since the angle increases as you turn the wheels. If there is any binding, do what you need to eliminate that.I am not running limit straps, that could definitely be my first step. I assume the amount of travel taken out would be based on a maximum angle at the joint, do you know how to find that angle? It doesn't seem to be listed on the box my advanced auto shafts came in, and I didn't see it on a quick google search. I have a pair of low profile droop stops that came with the TC kit that I never put on, so I'll probably try to get those on there before I buy straps, unless theres a reason to go with straps instead. (I might have to do straps anyway because when I first installed, the droop stops didn't contact the a-arm anywhere on the frame face, but I didn't try really hard)
Still interested in any info on building out 930 cvs for this application if anyone knows more about it.
Hopefully yours are better than mine, my RCVs are a fucking joke. Boots are absolute trash, machining tolerances are terrible, and I don't think they actually have as much articulation as they claim due to the giant size of the shaft, which contacts the birfield cage in the outer joint.