I've got a toyoya four runner on 1 1/4 kaiser axles and I need to know what size tire it will safley handle in eastern rock crawling conditions. Its a 5-speed with the 22re, and I've got a heavy right foot and a don't give a *** atitude and it will be trailered. Thanks for the help.  

I'm sorry about all the spelling errors in the earlier post I was in a hurry. I just talked to the guy I bought the truck from(my cousin actually) and he said the axles are 6-lug dana 60 front and 70 rear with 5.?-1 gears and they have been welded for traction. Can anyone tell me what lug patteren these are? And don't tell me to measure it, I know how but I'm stationed in North Carolina and the truck is in TN at my home. Its got a 38 inch tall 10 inch wide agriculture tire right now, but those have got to go. Will it handle 44" boggers for rockcrawling and mud? thanks.  

Two suggestions. First the D60 and D70 should handle 44's under your Toyota but I see a few problems. First, loose the welded spiders up front and it as it will limit turning radius and cause steering bind. Second, 5.x gears are not going to cut it with your 22RE. You need to either install a bigger engine or 6.x to 7.x gears because current ratio is not going to work well with that tire size and power train.  

With 38's the gearing is probably acceptable, but you'd still do better with more. And if you go bigger, you really need more gear. The lincoln locker is the cheapest traction, but if your welds go, so does your differential. If it's 100% trail, you can get away with this, but you'd be better off pulling that mess and installing a pair of detroits.  

It will not guide well on trial, especailly in tight areas with a spool or lincoln locker in front. Slick hillside would have directional control issues too.  

You keep on making these claims, and yet I have none of these problems with my dual-detroit locked Wrangler.
Stick to dirving on the road, and leave the dirt and rocks to those who are not afraid fo them.  

It must be great to be able to defy physics like you claim to do all the time. YOu are a trip. For MAXIUMUM trqction and control you need to keep tires in firm contact with surface and be able to differentiate speeds between them or slippage results and lost traction which results in lost control. I wish I had the time and funds to take three identical vehicles (one standard diffs', one Detriots, one spooled and other Detriots and put them on a test pan and cut wheel and give it some power in 4wd and take off. The standard one would turn fairly nicely while the other two would struggle and bind turning and take a longer arc because wheels would all be trying to go same speed in turn under power making vehicle want to go straight so it would plow in power turns. You might coast through a turn with your Detroit's in 1wd on each axle and not do to bad but it would bind under power and you would feel it in tight power turn on trail but you ego is so big you would never admit it anyway. Like I have said before, the makers of construction equipment (loaders, backhoes graders and such) serious snow plow trucks from OshKosh and farm equipment have it all wrong and they should be using your Detriots rather than setups they have. The reason they unlike you do KNOW better and are not ego driven. BTW about the only place the a locker is almost a must have is rock crawling. Other times including in mud most of the time a LSD is better and sometimes even a open diff in mud on occasion. The reason for this this abilty to balance torque between wheels on axle can help traction because it does not suddenly loose bite on good wheel while other wheel is seeking better traction. I have been driving 4x4's for over 35 years and I have never seen the lack of a locker as a deal killer and nor have I ever been stuck where a locker would have saved me. ALso, this will blow you mind, I usually get/order my plow trucks WITHOUT LSD's in them for better directional control plowing. I have seen many over the years that used your locker theory in the ditch on ice or fishtailing all over trying to transport or plow.

BTW, one of the most sure footed 4x4 P/U's I have ever had (and still do) is a old Jeep J20 with fulltime 4wd and when run unlocked  it allows speed variations between axles in turns and handle quite nicely on and off road  

Well I don't agree on the welded thing. Maybe you can't weld so yours always break but my uncle has been doing the offroad thing since he was about five and has forgotten more about cars then most of you will ever know and he loves them welded. Be fore you start getting mechanical and high  and mighty I'll tell you right now I'm an ASE master tech and I work on CH-46  helicopters in the Marine Corp mso I know mechanics. SnoMan you nneed to stop fighting with everyone about detroits and welded. If you don't like them thats your choice, but get the *** over it and quit telling everyone else what to run . Now my question was tire size and I will be switching to 7.13-1 gearing soon to run 44 boggers since most people say that the axles will handle them. Thanks for the help on tires.  

That great, i have a engineering background in electronic and mechanical and worked in aviation/flight test R&D for many years. A would not brag about being a ASE if you think the lincoln lockers are cool. In a solid front axle they are a REALLY bad idea.  

So there fine in a independent front end? You said they would be bad in a solid axle. Anyways I would prefer you not to post on my stuff anymore you insolent, stuck up, high mighty, know it all jack ass. I haven't liked anything you've posted on anybodies cause your probably hard headed and set in your ways so I ain't even going to fight with you over this stuff. And working on your cousin cessna doesn't count for r&d in avation. Back the *** off.  

What is ur guys problem, its only commen sense that if you lock your front axle solid or independent, your going to have a harder time turning!!!. Think about it, one tire has to move at a different speed than the other,  which is hard to do on a high traction with locked axle situation duuuu !!!!!!!im not saying run lsd in everything just that a locker in the front does affect turning ability and a selectabel locker would probabley work best in a front axle  

Except that in the situations we're talking about (off highway...) you're in a LOW traction situation, and the inner tire will slip without any problem. You do not have any significant difficulty steering a locked front axle off highway.
Selectables are nice. My Dodge runs an ARB in the front. But automatic lockers are simply not the tool of the devil as snoman claims.  

Fairly simple answer to your problems. Unlock one of your hubs until you need it. And whoever thinks an open diff is as capable as a locked diff, however it may be locked, really needs to take a step back and think about what they are saying. I have been in many situations where an open diff needed to be pulled out where our locked trucks pushed right through. This is ESPECIALLY true in mud. True, on ice and even soaked roads locked diffs can cause traction loss, when my truck runs off the road I can pull it back out. Your right tire just spins in the ditch. And the 22re is a strong motor, though you may need 6.5x+ gears to run 44's. Make sure you get the gears suited to your needs though. If this is a trail truck you want numerically higher for better crawling. If this is a street truck stay around 6.50 or so for highway speeds.  

Dirty_Dog:
Except that in the situations we're talking about (off highway...) you're in a LOW traction situation, and the inner tire will slip without any problem. You do not have any significant difficulty steering a locked front axle off highway.
Selectables are nice. My Dodge runs an ARB in the front. But automatic lockers are simply not the tool of the devil as snoman claims.

There are those that seem to think the lockers are really cool in front axle and even Lincoln lockers too. They seem to fail to realize that for best steering control you MUST be able to power wheels at differing speeds smoothly. (in a front axle the tires have a far different roll radius in turns and then there is the Ujoints in axle which are not constant velocity either. The try to explain it away with letting tire slip to make it happen but when it does traction and control is lost. Not sure what planet you are from or what physics class you took to even begin to suggest that lockers induce not steering difficulties on steering axles. YOu choose to ignore this though and sell how great they are up there. The ONLY locker I would ever consider or recommend fully for a front axle without reservation would be a SELECTABLE locker like ARB or a Electro Locker from Eaton. BTW, OshKosh which is well known for it large plow trucks that perform well in the worse conditions have long used gear based LSD's in their axles and the performance of their trucks is well known. I guess they did not take same physics class as you do and a good thing they did not.  

dude, that was three months ago, lol here we go again!