New subscriber here! Thanks for the video! I’m going to keep this in mind for when I’m picking my locker set up. Why did you go with this instead of the conventional Elocker or air locker?
Thank you for joining! I've got two prior videos on the initial testing and functionality of the LSD. You pose a great question! So why the LSD over other options? There are alternatives. You could add an ARB airlocker. Zepka/TRE 4x4 Productions lists an e-locker. However, last time I spoke to them, TRE had not actually developed one. That was a little while back and I have not contacted them again. You can upgrade the entire rear end to the 226 (Dana44 variant) as comes in the Pro4 models and has a factory e-locker. I believe there is also a lunchbox locker available - or was at one time. I wish I had a simple answer for you. So I'll answer it like this... I prefer an e-locker over an air locker due to the increased simplicity and reliability. I KNOW that is debatable, but what is not debatable is that the more complex something is, the more likely some part of it can fail and cause the system to stop functioning. That is an airlocker, it's got a lot more complexity to it. Additionally, because I have not been interested in regearing, swapping to the m226 has not been an option for me...at least not at this time. Assuming there is an e-locker available for the c200k, is it better than the LSD? It depends on the situation (and my reasoning would apply the same in comparing an airlocker). Running a locker, you can only use that under specific situations such as off roading or low traction and low speed situations. If you were to use the locker during normal driving, you would bind the rear end, cause undue wear on your tires, and risk losing traction around corners (especially when the road is wet). But when engaged, you truly get an equal 50/50 distribution of power to the rear wheels! With the LSD, it is constantly active. Not only does it allow the vehicle to make turns during normal driving without locking up one wheel and causing the rear end to spin out, but if there was a sudden loss of traction to one wheel, the LSD will activate before traction control. Also, when off road, the activation is automatic. So there is no need to wire up an air compressor or electrical wiring and flip a switch to turn it off/on. The biggest down side to the LSD is that when activated, it will not provide an equal 50/50 split to the rear wheels like the locker will. Rather, it's more like 70/30. However, I suggest you go back and watch my second video where I test the system in my driveway, and I am able to spin my 35" tire that is still on the ground, while the other rear tire is completely lifted. So if the wheel on the ground is only getting 30% power, it's still plenty enough to be effective and is significantly more than zero which would be the case if you were still running the stock open differential. So I chose the LSD because it functions across all areas of driving, simplicity of installation, and also for durability. The Torsen-style LSD is mechanical, it's gear driven and is widely known to be the most durable and reliable system - which is why they are used in race cars and off road vehicles. The LSD is also going to be about the same as an e-locker, but cheaper than an air locker. Perhaps the biggest or only downside the LSD is that you cannot regear lower (numerically higher). As long as you're not running larger than 33", you'll be fine. The reason I do as well as I do running 35" is because of my mods and being UPREV tuned.
@@blackrocknissan that makes sense. I was really into it for my 3rd gen until that last part. I run 35’s currently and want to regear to a 4.08 at some point, so it sounds like it’s not going to work for me. I’ll go check out the other videos. Thanks for taking the time to answer. I appreciate it.
I searched for that on all dogs off road website, and isn't listed yet. It is a special order?any info it will be appreciated. I want to get 1(planning on it) my 2019 SV.
Check the description of the video, I posted a link for the limited slip. I spoke to Chad earlier today and they were working to get it finalized on their website. So it may have not been registered in their system yet or searchable. However, they are in stock!
That ultimately depends on your skill and comfort level. Have you ever done a rear end before? Are you familiar with setting gear mesh and backlash? If so, then yes you can. If not, and you don't have tools for it (like for replacing the bearing and measuring backlash, etc), then I would not suggest someone tackling this. Now. If your bearings are good and you are JUST installing the LSD, you could get your original pattern (take images) and then install the LSD exactly how the oem carrier came out. Check the pattern and as long as it is close, run it. The problem is going to be if the pattern is way off for some reason, will you know how to correct it? It took the shop I used about 5 hours to install mine at $500. Personally, it was money well spent for the knowledge and time saved. It would have taken me 3x that to get it done and I still would likely have messed it up - destroying my gears in the process. This was not something I had the financial means or the time to learn how to do it myself.
@@leonjulian1079 I wish I could post images here as I have a chart for the final drive gear ratios. Based on information from reliable sources, it is the 2wd (automatic) version of the c200k with the 3.13 while the 2wd (manual) came with the 3.54. The 4wd (automatic) c200k had the 3.36 and the manual version had the 3.69 final drive. I've yet to find anything to contradict that information aside from the fact I believe this applies only to the Frontier, not Pathfinder or Xterra platforms. That's certainly an area I've never personally dug into - so it may be that gearing is similar for those.
@@leonjulian1079 It gets very confusing. Here is a publicly listed breakdown of gears between the various Frontier options (available on Club Frontier): XE KC 4x2 5M C200k 4.083 XE KC 4x2 5A C200k 3.692 SV/SE KC 4x2 6M M226 3.538 SV/SE KC 4x2 5A C200k 3.133 SV/SE KC 4x4 6M M226 3.538 SV/SE KC 4x4 5A C200k 3.133 SV/SE CC 4x2 6M M226 3.538 SV/SE CC 4x2 5A C200k 3.133 SV/SE CC 4x4 6M M226 3.692 SV/SE CC 4x4 5A C200k 3.357 NISMO KC 4x2 5A M226 3.133 PRO-4X/NISMO KC 4x4 6M M226 3.692 PRO-4X/NISMO KC 4x4 5A M226 3.357 NISMO CC 4x2 5A M226 3.131 PRO-4X/NISMO CC 4x4 5A M226 3.357 SL/LE KC 4x2 5A C200k 2.937 SL/LE KC 4x4 5A C200k 3.133 SL/LE CC 4x2 5A C200k 3.133 SL/LE CC 4x4 5A C200k 3.357 While it does not get as specific as SV or PRO4, my 2016 Factory Service Manual further confirms the above final drive ratios. For example, simply reading from my FSM, it indicates that VQ40 (automatic) models for 2wd come with 2.93 or 3.13 vs 4wd come with 3.13 or 3.36. For reference, this information can be found in "TM" on pages 386 through 388.
Really cool thank you for sharing
You rule Chris!
New subscriber here! Thanks for the video! I’m going to keep this in mind for when I’m picking my locker set up.
Why did you go with this instead of the conventional Elocker or air locker?
I think this is the only thing you can get for the ck200
@@MrLadiesman831 well, that would make that decision pretty easy then, huh 😂
Thank you for joining! I've got two prior videos on the initial testing and functionality of the LSD.
You pose a great question! So why the LSD over other options? There are alternatives. You could add an ARB airlocker. Zepka/TRE 4x4 Productions lists an e-locker. However, last time I spoke to them, TRE had not actually developed one. That was a little while back and I have not contacted them again. You can upgrade the entire rear end to the 226 (Dana44 variant) as comes in the Pro4 models and has a factory e-locker. I believe there is also a lunchbox locker available - or was at one time.
I wish I had a simple answer for you. So I'll answer it like this... I prefer an e-locker over an air locker due to the increased simplicity and reliability. I KNOW that is debatable, but what is not debatable is that the more complex something is, the more likely some part of it can fail and cause the system to stop functioning. That is an airlocker, it's got a lot more complexity to it. Additionally, because I have not been interested in regearing, swapping to the m226 has not been an option for me...at least not at this time.
Assuming there is an e-locker available for the c200k, is it better than the LSD? It depends on the situation (and my reasoning would apply the same in comparing an airlocker). Running a locker, you can only use that under specific situations such as off roading or low traction and low speed situations. If you were to use the locker during normal driving, you would bind the rear end, cause undue wear on your tires, and risk losing traction around corners (especially when the road is wet). But when engaged, you truly get an equal 50/50 distribution of power to the rear wheels!
With the LSD, it is constantly active. Not only does it allow the vehicle to make turns during normal driving without locking up one wheel and causing the rear end to spin out, but if there was a sudden loss of traction to one wheel, the LSD will activate before traction control. Also, when off road, the activation is automatic. So there is no need to wire up an air compressor or electrical wiring and flip a switch to turn it off/on. The biggest down side to the LSD is that when activated, it will not provide an equal 50/50 split to the rear wheels like the locker will. Rather, it's more like 70/30. However, I suggest you go back and watch my second video where I test the system in my driveway, and I am able to spin my 35" tire that is still on the ground, while the other rear tire is completely lifted. So if the wheel on the ground is only getting 30% power, it's still plenty enough to be effective and is significantly more than zero which would be the case if you were still running the stock open differential.
So I chose the LSD because it functions across all areas of driving, simplicity of installation, and also for durability. The Torsen-style LSD is mechanical, it's gear driven and is widely known to be the most durable and reliable system - which is why they are used in race cars and off road vehicles. The LSD is also going to be about the same as an e-locker, but cheaper than an air locker.
Perhaps the biggest or only downside the LSD is that you cannot regear lower (numerically higher). As long as you're not running larger than 33", you'll be fine. The reason I do as well as I do running 35" is because of my mods and being UPREV tuned.
@@blackrocknissan that makes sense. I was really into it for my 3rd gen until that last part. I run 35’s currently and want to regear to a 4.08 at some point, so it sounds like it’s not going to work for me.
I’ll go check out the other videos.
Thanks for taking the time to answer. I appreciate it.
@@4wdAdventurznah it won't work for you you have the 3rd gen I believe they are all m226 just no locker in non pro4x models.
I searched for that on all dogs off road website, and isn't listed yet. It is a special order?any info it will be appreciated. I want to get 1(planning on it) my 2019 SV.
Check the description of the video, I posted a link for the limited slip. I spoke to Chad earlier today and they were working to get it finalized on their website. So it may have not been registered in their system yet or searchable. However, they are in stock!
Is this something I (average garage mechanic) can do or better off a shop doing?
That ultimately depends on your skill and comfort level. Have you ever done a rear end before? Are you familiar with setting gear mesh and backlash?
If so, then yes you can. If not, and you don't have tools for it (like for replacing the bearing and measuring backlash, etc), then I would not suggest someone tackling this. Now. If your bearings are good and you are JUST installing the LSD, you could get your original pattern (take images) and then install the LSD exactly how the oem carrier came out. Check the pattern and as long as it is close, run it. The problem is going to be if the pattern is way off for some reason, will you know how to correct it?
It took the shop I used about 5 hours to install mine at $500. Personally, it was money well spent for the knowledge and time saved. It would have taken me 3x that to get it done and I still would likely have messed it up - destroying my gears in the process. This was not something I had the financial means or the time to learn how to do it myself.
What gear ratio you running?
Factory gears: 3.36
3.36 c200k? I thought the c200k came 3.13
@@leonjulian1079 I wish I could post images here as I have a chart for the final drive gear ratios.
Based on information from reliable sources, it is the 2wd (automatic) version of the c200k with the 3.13 while the 2wd (manual) came with the 3.54.
The 4wd (automatic) c200k had the 3.36 and the manual version had the 3.69 final drive.
I've yet to find anything to contradict that information aside from the fact I believe this applies only to the Frontier, not Pathfinder or Xterra platforms. That's certainly an area I've never personally dug into - so it may be that gearing is similar for those.
@blackrocknissan I'm pretty sure only the pro 4x came with 3.36. I've never hears if a c200k with 3.36 stock. The m226 rear is what the pro 4x has.
@@leonjulian1079 It gets very confusing. Here is a publicly listed breakdown of gears between the various Frontier options (available on Club Frontier):
XE KC 4x2 5M C200k 4.083
XE KC 4x2 5A C200k 3.692
SV/SE KC 4x2 6M M226 3.538
SV/SE KC 4x2 5A C200k 3.133
SV/SE KC 4x4 6M M226 3.538
SV/SE KC 4x4 5A C200k 3.133
SV/SE CC 4x2 6M M226 3.538
SV/SE CC 4x2 5A C200k 3.133
SV/SE CC 4x4 6M M226 3.692
SV/SE CC 4x4 5A C200k 3.357
NISMO KC 4x2 5A M226 3.133
PRO-4X/NISMO KC 4x4 6M M226 3.692
PRO-4X/NISMO KC 4x4 5A M226 3.357
NISMO CC 4x2 5A M226 3.131
PRO-4X/NISMO CC 4x4 5A M226 3.357
SL/LE KC 4x2 5A C200k 2.937
SL/LE KC 4x4 5A C200k 3.133
SL/LE CC 4x2 5A C200k 3.133
SL/LE CC 4x4 5A C200k 3.357
While it does not get as specific as SV or PRO4, my 2016 Factory Service Manual further confirms the above final drive ratios. For example, simply reading from my FSM, it indicates that VQ40 (automatic) models for 2wd come with 2.93 or 3.13 vs 4wd come with 3.13 or 3.36. For reference, this information can be found in "TM" on pages 386 through 388.