I don't know for sure if a '90 V6 axle will work on a '91, but I believe they are the same. Someone else will have to confirm that.



I've had my doubts, too, especially since up until tonight I haven't run across anyone else who has suggested the '89 and '90 (manual or auto) as a suitable differential and also that I've had supplier confirmation that only a '91 manual diff would work. But for all I know, ARB's specs are off.

When I initially went to have my rear ARB locker put into my '88 per the chart above and not knowing the size of my ring gear at that time, the RD46 (listed for '87-'95 with drum brakes) seemed like the right pick. It didn't fit (of course) and I ended up using the RD05 locker, which (again, per the chart) is specified for the '83-'86.

ARB's specs were incorrect for my rear locker. They could just as well be wrong on the front locker.

Sparkem,

Do you have any rocks lol? Muddy swamp land out thar', you probably dont need steering at all, just cutting brakes. <img src="/forums/images/graemlins/lol.gif" alt="" />

The application chart is for genII PAJEROS. Over seas models come out a year early. They got the gneII in 91, us in 92. So yes for a 91 Pajero with an automatic it wont fit because that is the 7.25 front diff.

All other monteros, excluding 2.6 rigs, have a 8 inch front. The arb will fit any 8 inch front, genII or genI.

I hate to be excluded <img src="/forums/images/graemlins/frown.gif" alt="" />

Sorry, forgot to answer this question:



(Somebody please correct me if any of the below info is known to be incorrect)

Stock V6 diffs (edit:all stock diffs, not just V6 diffs) should have the same ratio in all Gen I's and II's (don't know about later models) --> 4.625

Also, these should be the same in all Gen I's and II's (don't know about later models):

Stock transmission gears
First: 3.918
Second: 2.261
Third: 1.395
Fourth: 1.000
Fifth: 0.829
Reverse: 3.925

Stock transfer-case --> 1.925

Mark Hardman (in Australia) sells custom-made 2.85 t-case gears (got a set...they are sweet <img src="/forums/images/graemlins/kewl.gif" alt="" />) but I don't know if he has any available at this present time.

As I understand it, a few U.S. models were sold with "high-altitude kits" which came with 4.88 diff gears, but I've never run across one. I believe I'd heard that 4.88 gears were more of a standard overseas. The 5.29 diff gears, sadly however, never made it into the U.S. market.

Never seen 4.88 but I'll keep looking. My 88 is a high altitude but 4.625.

It would be nice to have a 88 with 88's <img src="/forums/images/graemlins/lol.gif" alt="" />

<img src="/forums/images/graemlins/patriot.gif" alt="" />

Doug - are you 100% on that? I think i'm gonna pick up a front end from a 91 but it will probably be an auto. I guess I can just measure when i pull the diff cover off. Should I just measure the OD of the ring gear and if it's close to 8" i'm good to go?

thanks,
dan

Sorry, forgot to answer this question as well.



In a stock differential, the differential is what's called an "open diff." When making a right-hand turn, the outside-track-wheels are the driver-side wheels. When making a left-hand turn, the outside-track-wheels are the passenger-side wheels. What happens when you drive on the street and turn a corner? The wheels on the outside track will travel a longer distance than the inside-track. To counteract this, preventing dragging a tire, and maintaining better control under power through a turn, the "open diff" will (in effect) send power to the wheel with the least resistance - in the case of a turn, the outside-track-wheel - until the power sent produces a load on the axle of the outside-track-wheel which equals the load on the axle of the inside-track-wheel. The torque on each axle-side will always seek to be the same.

See Open Differentials on Howstuffworks.com

The problem this creates for four-wheeling is evident once you get a wheel into the air. Since there is no resistance on the airborne wheel (therefore no torque on its axle) and (usually) full resistance to the grounded wheel at the other end of that axle assembly, all the power gets sent to the airborne wheel resulting in no torque being produced to either wheel. You're stuck. Better hope your other pair of wheels can pull you through. If you have one wheel of each axle assembly in the air, forget it. Your only option is to take a fast run at it if you can do it safely.

Now the answer to your question: a locker will (on command) lock the two output pinion gears (within the differential) together preventing differential movement of the left and right axle-halves, and effectively (in a sense) turn your two independent axle-halves into one solid axle, sending power equally to each wheel, regardless of torque on either axle-side. This is what dreams are made of on the trail, because even if one wheel is in the air (doing nothing to assist your movement), the other, grounded wheel will still give full assist rather than just take a nap.

Hope this helps.

One point that needs clarifying, the 5.29 gears for the 7.25 diff only fit in a Gen II. These are a reverse rotation gear set (high pinion) while the Gen I 2.6's used a standard rotation gear set. The Gen II's with the 3.0 V6 and automatics got the 7.25 diff instead of an 8" diff. That's why it's listed as not available on ARB's chart. All Gen I's with the 3.0 V6 got the 8" standard rotation front diff. I believe Phil found some differences in the CV joints between an auto & a 5 spd front diff, but the carrier & gear sets are the same.

Also, you can put an early 80's Starion LSD in a 7.25 diff, but a ring gear spacer is required. It's only been done once or twice and the details of this swap aren't very well known.

According to Frank (in his posting 5.29 Supply Breakthrough !!!!!!!!) 5.29 gearset MB185457 is available for the 7.25" Gen I (2.6) front diff and 5.29 gearset MB241981 is available for the 8" Gen I (2.6) rear diff. These are for either manual or auto trans.