If my memory serves right, Harald mentioned that you can operate differential lock just by air, without hydraulic system. How do you do this?? Should I just run an air hose (like the one in air locker's) from the vacume pump in front to the piston cylinder?
Is the air pump capable of providing enough air pressure constanly?
I am planning to replace whole axle very soon. I can't wait to get back to trails!!
Why would you consider changing the factory system? I personally think the air lockers are inferior to the system on your G. The only system I like better is the fully hydraulic (no vacuum or electric) one on the 460 G's.
You would need a compressor and small air resevoir to maintain pressure. If you get freezing weather, expect problems. Moisture in the system can freeze and make it inoperable. I am also not sure if the locker slaves would work with air, probably but.........
I have to echo what Brent said. Before trying to run the MB lockers on air, I'd try to go all hydraulic, borrowing parts from a 460. I might even use cable actuation first. Hydraulic cylinders can have different seals that air cylinders, and may require the presence of the hydraulic fluid for lubrication.
Some, including myself, have lamented that the 463s have the "more complicated" electric-hydraulic diff actuation, but I have never heard of a failure. I have a 460 ('85) and a 463 ('91) and take both off road. I have never had a problem with the diff locks on either.
Why are you looking to make the change, if I may ask?
Some, including myself, have lamented that the 463s have the "more complicated" electric-hydraulic diff actuation, but I have never heard of a failure.
Actually they are electric-vacuum-hydraulic. I know of several different failures in my small sample size.
1.) Adam in Alaska had to replace his intensifiers - where the vacuum pressure is converted to hydraulic pressure and intensified.
2.) Someone else had problems with the vacuum actuator solenoid switches.
3.) Someone else had hydraulic fluid in their vacuum lines - probably a sign of a failure of one or more of the intensifiers.
4.) Mine broke a connector in the vacuum side resulting in total failure of any and all the diff locks.
The more complex 463 system is not only more prone to breakage, but diagnosis of the failure is more difficult.[xx(]
I had a diff lock failure at the Treffen on my G320 (463). On the trail we took the diagnosis as far as "something isn't working". Once back at the campground we had the system diagnosed and repaired in under an hour. It was simply the rear slave out of adjustment. The factory system in the 463's, while more complex, has never really given me trouble in the 6-7 years I have had 463 trucks. I think one key to keeping the lockers working properly is to USE them on a fairly regular basis, something I have always done. My point is that it is entirely possible that the intensifier failures on a truck like Adams could very likely have stemmed from a lack of use by the previous owner.
I had a diff lock failure at the Treffen on my G320 (463). On the trail we took the diagnosis as far as "something isn't working". Once back at the campground we had the system diagnosed and repaired in under an hour. It was simply the rear slave out of adjustment.
Out of adjustment in what way? Had you bumped and physically moved it? Curious!
It didn't appear that it had moved in its mounting. There was no sign of any physical trauma to the axle or slave area. Upon removing the slave, the finger that slides the sleeve appeared to have a slight bend away from the diff. So the light on the dash was showing (correctly) that the slave had moved far enough to engage the lock. The slave has slotted mounting holes that allow for an adjustment. So, I engaged the lock collar with a screw driver, engaged the locker on the dash, and re-assembled it in the locked position. We then simply tested it to make sure it engaged and released a couple of times (on jack stands).
To avoid any injury to my pride we took it out and ran the trail (Hells Revenge) that the truck had to sit out earlier in the day. It took us about 90 minutes to run the trail solo. The truck never missed a beat and ran Cliffhanger the next day without a problem as well.
I am going to pull the front one as well to try and determine if in fact the slave pin is bent, or if the possibility of it being knocked out of adjustment is the more likely cause.
I'm not entirely sure WHY it happened, I sure am pleased though, that it was a simple and free repair.
DUTCH - 10/13/2004 12:40 PM
Actually they are electric-vacuum-hydraulic. I know of several different failures in my small sample size. . .
. . . The more complex 463 system is not only more prone to breakage, but diagnosis of the failure is more difficult.
Sorry to hear about your bad luck, Dutch, and especially sorry to hear that there is vacuum involved in the system, because that practically ensures a failure sooner or later. Think of all those MB sedans from the 70s with the vacuum assisted automatic door locks. All shot after about 10 years because the rubber diaphrams in the actuators have disintegrated, or the seals have given up, or the lines have cracked. Nasty to repair too. Bad news for us that a potentially critical system might become flaky over time, with no remedy but replacement of parts.
Brent, if you recall, I and Thai had mentioned to you in Ouray that your rear locker did not appear to be working (on the optional obstacle, the passenger rear tire did not spin when you were fully locked).
Yes, I do remember that. I also can almost pinpoint the day I could no longer climb a certain obstacle out there, one I have done a hundred times. Seems pretty certain that it had been out for some time.
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