Grizzly Lockers

I'm wanting to take my Jeep on some light crawling trails, while keeping it in a budget and mostly stock.
**insert Fred taking a stock CJ5 through the Rubicon**
From my research, Grizzly lockers seem to be a good option. I've read that they don't grenade until you put lots of power and big tires into them. I'll be keeping the Dauntless in my CJ, and the 30s will stay for a while. Down the road I might shlap on some bigger tires, but no more than 33s. If you've run them, what is your experience with Grizzly lockers on a light, short-wheel-based CJ5?

Side note: do any companies still make LSDs/auto/selectable lockers for the D27?

 

I'm not familiar with the Grizzly, had to look it up. I didn't see a 19 spline version ( assuming you are running the stock tapered D44 in the rear) It appears to ba a copy of the Detroit locker.
Your options for both axles are limited to the various " lunch box" lockers or limited slips. Given your vehicle info and use I'd suggest the tried and true Powerloc ls for both ends.

 

I understand the Detroit patent expired and grizzly is a direct competitor. But like Rich says. The original axle for a 67 is what's referred to as a tapered 19spline. The outside end of the axle shaft is tapered to accept a wheel flange and has a center nut with cap. Then we have 19 splined milled on the interior ends of the shaft. A flanged 30 spline axle does not have a center nut, and the wheel flange is part of the shaft.

I have a 19 spline spartan "lunchbox" and it's about as strong as it gets. The ratchet mechanism is a little different than the lock rite. I think spartan has more teeth inside and the pin retainers are different.

All that aside, a lunchbox locker is a pretty straightforward install and as strong as the rest of the 19spline set-up. I'ld say 90% chance You will break 19spline axle shafts before any lunchbox locker.

A power lock is a limited slip differential with ramps that apply pressure to internal clutches. They can be set up with more or less bite. They are a good choice on the rear of a daily driver. And you can put a lock rite in the front.

 

OK. I see now that Yukon's website listed a 30 spline grizzly when I had selected 19 spline. I'll look into the Spartans and Lock Rites.
I don't need a ton of strength from the setup, so I think a lunchbox will work just fine. On the off chance that I'll ever need a buffed up axle, I'd just swap in some nice, more modern D44s.

 

If those before me did the Rubicon in open diffed flatfenders, then I'll be darned if I can't (eventually) do it in a locked CJ5.

 

What are the benefits of a LSD in the rear vs an auto locker? How bad would an Lock Right be for a daily?

 

This is a popular topic right now.
Rear Locker | ECJ5 (earlycj5.com)
Many good opinions are here...your driving style, what you can tolerate and what you expect all have to be considered.
I love the Powr-Lok LSD for the rear.

 

Ahhh, but all the trails like the Rubicon, in mountainous areas with high precip, those trails are not static and most of them become more difficult with each passing year as more of the "fines" are removed by erosion. When most of those trails were constructed, they were passable by normal vehicles of the era and you can still find some of those derelict in places. Several trails around here are missing nearly 10 feet of material-most washed away into streams. What is left is the proverbial rock garden.

 

Thanks. I'll look into a LSD. I drive like a stereotypical 97-year-old in a honda crv, so the roughness of a lunchbox shouldn't be much of a problem for me. As I told myself before buying my CJ, I'm buying an old Jeep, so it's going to creak, squeak, break down every so often, and ride poorly. (Although it doesn't ride nearly as rough as I expected it to)

 

That was a totally different trail back then.

 

My spartan locker is not terrible, It took a year to get used to the highway manners after 12 years with open axles. Overall I really like having the locker, it was relatively cheap and easy.

A power lock won't change the highway behavior because they feel when the 50/50 distribution of power to the ground changes and compensate (to a limit)

The locker is either powering the inside wheel and allowing the outside wheel to ratchet ahead, or locked together, there is never an even 50/50 push from the tires unless it's dead ahead.

 

Ok. With the CJ being brand new to me, and a summer vehicle, I think I'm going to go with Lock Rights. I can get the front and rear from the same company, and the rear is cheaper than a LSD. Thanks to all for the help.

 

I ran a lsd rear and spartan lunchbox locker front for years including two Rubicon trips and they worked great.

 

May be a little late but I ran lock rights front and rear for a few years.
In the front, engagement is not noticable and is very predictable and I have nothing bad to say.
In the rear, I never liked its manners...lots of clicking and banging and lurching. It finally ate itself and my carrier (very well could have been install error as it was one of the first things I did on my jeep). I replaced the rear with a selectable e-locker (granted I think it is discontinued now) and I am much happier.

Note that when they both locked up, steering with original setup was very very hard...like could not get off straight ahead which scared me a few times and eventually lead to power steering. Project creep is real.

 

I have a power lock in the rear of my CJ5 and a Eaton E locker in the front. Love that combination. Of course, the selectable locker is only availible if you upgrade to a Dana 30, which is not hard or terribly expensive.

FWIW, Ox does produce 19 spline selectable lockers now.

https://ox-usa.com/product-category/1-lockers/dana-44/

 

What supertrooper said above is the best combination for a budget wheeler that is very street and highway friendly.
Locker up front, Limited slip in the rear will drive circles around jeeps set up with limited slip up front.
If budget affords it, selectable lockers are the ultimate way to go, you however have to change axle housing up front and axle shaft arrangement in the rear.

 

I would like to have a selectable at least in the rear, but I can't justify paying 3x+ the cost at of a lunchbox this time. Is it pretty easy to put in a LSD diff?

 

Unfortunately you have to replace the entire carrier and if you dont have the knowledge or tools to do it yourself you might have to have a shop do it. If the gears stay the same you might get lucky and the current shim stack might work put its impossible to know untill its apart and the pattern checked

 

Ask me this question in two or three weeks. I’m rebuilding my Dana 30 front right now - well, when the new ring & pinion are here…

Jon B.

 

It runs and drives already, although there's some maintenance I should do and some small projects here and there. I mainly want the lunchboxes so I can work my way into some light crawling without getting stuck all of the time. I probably won't want to replace the carrier just yet. Eventually I'll do it in some vehicle, but I want to take the CJ out alot and grenading a poorly-installed part won't help that goal.