Today I got the rear end back in S2D. Same rear end, but now with Fairborn axles, 4.27 ring and pinion, and a Richmond Gear LockRight unit.
First of all, I'd like to thank Ted Harbit and Phil Harris of Fairborn Studebaker for all their help...both with parts and with plenty of free advice. The Studebaker hobby is privileged to have folks like these guys as a part of it.
I took it easy the first couple of miles. In so doing, I had a hard time noticing a change...other than the change from 3.54's to 4.27's. I should have made that gear change years ago. A close ratio T-10 is MADE for a low rear end. It really woke the car up (and it already wasn't too sleepy [:I].
In terms of the LockRight, if I didn't know it was in there, I probably wouldn't have noticed any difference under less than spirited driving. There is a slight "clunk" if you quickly remove your foot from the accelerator. This is probably the LockRight coming up against the pinion shaft. The pinion shaft is now only used to center the LockRight and the thrust button. There is about 1/4" of play there and that's what I think is making the little clunk. With a neutral or trailing throttle in a slowish corner, you can't (I least I can't) even hear the LockRight clicking.
If you take off quickly from a stop with the wheels turned hard right or left, the inside tire will chirp. The LockRight is sensing the torque and locking, causing the inside tire to turn faster than it should. I could also make it click (barely audible) in a tight, relatively fast turn (neutral or trailing throttle).
No bad manners under hard acceleration through the gears. None of the symptoms that Jeff eluded to with a Detroit Locker.
It is a little different than my open rear end, but I like it! Sort of more "hot rod" like. S2D is a hot rod. No A/C, no power windows, no power steering, 4 speed, high winding solid lifter 327. The relatively minor things the LockRight does differently than an open rear end make the car even more of a hot rod. No complaints.
The LockRight's normal state is to be locked...but, it unlocks rather easily. For example, with both rear wheels off the ground, if you turn one wheel, the other wheel won't turn. You get a little random clicking as the LockRight "slips". In a straight line, however, it is 100% locked...and locked immediately. Pretty nifty invention.
My guess is that with an automatic trans, it would be even more difficult to tell you have a LockRight back there.
Bottom line, if you can't live with the little lift throttle clunk, some tire chirps in rapid acceleration from a stop into a hard turn, and some clicking under certain turning conditions, the LockRight is not for you. If you want both rear wheels firmly planted during straight line acceleration and can live with the above, it's a real value...easy to install too.
Ted turned me on to this.
I needed some sort of positraction for my '54. The Dana Spicer TT units are getting hard to find. In addition, they only provide about a 50% lock up and there are those clutches that wear and the special additive you have to put in.
Richmond Gear has come out with a Lock Right.
It is a 100% lock up, comes in a 19 spline "flavor" for our Studebakers, doesn't need any special additive, no parts to wear out, and is only $300-$350. It fits in an OPEN 44 diff. It actually replaces the spider gears and the side bevel gears in an open diff. The pinion shaft, thrust washers and thrust block is retained.
I installed mine in the carrier in under an hour (the carrier is out of the diff). Next one will probably take 15 minutes. It's pretty simple.
Here's a stock open diff...
Here's a stock one with the Lock Right unit...
I should have the rear end back in the car early next week (with the 4.27 gears and Fairborn axles) and I'll give a ful
First of all, I'd like to thank Ted Harbit and Phil Harris of Fairborn Studebaker for all their help...both with parts and with plenty of free advice. The Studebaker hobby is privileged to have folks like these guys as a part of it.
I took it easy the first couple of miles. In so doing, I had a hard time noticing a change...other than the change from 3.54's to 4.27's. I should have made that gear change years ago. A close ratio T-10 is MADE for a low rear end. It really woke the car up (and it already wasn't too sleepy [:I].
In terms of the LockRight, if I didn't know it was in there, I probably wouldn't have noticed any difference under less than spirited driving. There is a slight "clunk" if you quickly remove your foot from the accelerator. This is probably the LockRight coming up against the pinion shaft. The pinion shaft is now only used to center the LockRight and the thrust button. There is about 1/4" of play there and that's what I think is making the little clunk. With a neutral or trailing throttle in a slowish corner, you can't (I least I can't) even hear the LockRight clicking.
If you take off quickly from a stop with the wheels turned hard right or left, the inside tire will chirp. The LockRight is sensing the torque and locking, causing the inside tire to turn faster than it should. I could also make it click (barely audible) in a tight, relatively fast turn (neutral or trailing throttle).
No bad manners under hard acceleration through the gears. None of the symptoms that Jeff eluded to with a Detroit Locker.
It is a little different than my open rear end, but I like it! Sort of more "hot rod" like. S2D is a hot rod. No A/C, no power windows, no power steering, 4 speed, high winding solid lifter 327. The relatively minor things the LockRight does differently than an open rear end make the car even more of a hot rod. No complaints.
The LockRight's normal state is to be locked...but, it unlocks rather easily. For example, with both rear wheels off the ground, if you turn one wheel, the other wheel won't turn. You get a little random clicking as the LockRight "slips". In a straight line, however, it is 100% locked...and locked immediately. Pretty nifty invention.
My guess is that with an automatic trans, it would be even more difficult to tell you have a LockRight back there.
Bottom line, if you can't live with the little lift throttle clunk, some tire chirps in rapid acceleration from a stop into a hard turn, and some clicking under certain turning conditions, the LockRight is not for you. If you want both rear wheels firmly planted during straight line acceleration and can live with the above, it's a real value...easy to install too.
Ted turned me on to this.
I needed some sort of positraction for my '54. The Dana Spicer TT units are getting hard to find. In addition, they only provide about a 50% lock up and there are those clutches that wear and the special additive you have to put in.
Richmond Gear has come out with a Lock Right.
It is a 100% lock up, comes in a 19 spline "flavor" for our Studebakers, doesn't need any special additive, no parts to wear out, and is only $300-$350. It fits in an OPEN 44 diff. It actually replaces the spider gears and the side bevel gears in an open diff. The pinion shaft, thrust washers and thrust block is retained.
I installed mine in the carrier in under an hour (the carrier is out of the diff). Next one will probably take 15 minutes. It's pretty simple.
Here's a stock open diff...
Here's a stock one with the Lock Right unit...
I should have the rear end back in the car early next week (with the 4.27 gears and Fairborn axles) and I'll give a ful
We've got to quit saying, 
Comment