Are you under estimating the motor, or over estimating the axle.
Hey, SMC. Yeah, I am probably underestimating the motor. I probably made mention of the 4 cylinder inappropriately. Gearing (and mods like a supercharger) will make a 4 more like an 8 torque-wise, I'm thinking.
As for the D35 axle, I was trying to steer clear of whether its strong or weak or not. I think we all agree that it's no 8.8, D44, D60.
My real issue is about the Result of putting a second axle, via a front auto-locker, in to play while rock-climbing -- Does it reduce the chance of axle breakage (typically D35) or increase the chance of axle breakage or neither? Frankly, I'd go so far as to say that I could be using a rear axle from a Yugo (if it worked), and I think that if that Jeep with the Yugo axle was autolocked front and rear, the chances of front or rear axle breakage would be reduced (due to the Jeep having twice the traction available since a front
and rear wheel are both putting, or trying to put, power to the ground). The driver simply would't have to "bulldoze" the engine and chassis as much to complete any given trail (provided the "trail" was the same before and after the driver's change from one autolocker to two).
Reality is my theory is all "wishful." Yes, there are probably guys out there who have used EZ Lockers or LockRights for years on D30/D35-equipped jeeps who would say, "yeah, man, you are right on with the dual autolocker idea removing drivetrain stress and reducing chance of axle/gear breakage." But, I haven't run in to them yet in real life, forums or Jeep articles.
Probably, the only way this is going to start to get settled is If I run Aussies front/rear to 2011, 5 years, and, in that time, both keep the stock axles and run Johnson Valley hard and repeatedly on 33s
Then, I can say I might be on to something. If any other guys want to give my theory a test -- use two Aussie autolockers (if you want, you can go with EZ or Lockright, but Aussies are same price and apparently reviewed as stronger and of better alloy), stock axles/2.72 Transfer Case gearing, reasonable tire size (29-35"), reasonable OHV driving (ie., dont drive like you are trying to break something), relatively stock 4 or 6 cylinder engine
and a resulting absence of axle/gear breakage on the hardest OHV trails-- it'd be cool to hear about it :wink:
