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www.torquemountain.com/product-page/custom-model-3-drive-shafts

Thanks! Looking forward to when you can take it off-roading with us!

😂 I wasn’t expecting to make it up the hill that time cuz it never had before! Spool definitely made an improvement-maybe just should’ve picked a more challenging hill for comparison!😂

Thanks!!

Unfortunately, nobody makes an air locker or e-locker for the Tesla drive unit. Before we made the spool, the only aftermarket offering for the Model 3 drive unit was a limited slip. In my build, the Tesla drive unit differential is essentially the center diff (the drive unit sits where the transfer case typically would). The front and rear axles on my build are standard DANA 44's --which you can readily find any sort of locker for. I actually have an ARB air locker on the rear DANA 44. So currently my Jeep has: open front diff; spool center diff; ARB air locker rear diff.

@@TorqueMountainEV-iw1xd sorry, i meant the willys axles. having a spool for the tesla 3 unit is a great solution for the center but was wondering if it'd be enhanced by adding lockers to the differentials at the axles side too. sounds like it already has the rear. this thing has t be a blast to drive now

@@jasonmanness7941 Definitely! It is absolutely wild to drive! I can't wait to test it out more in both 2wd and 4wd.... The axles I have in it are actually Dana 44's swapped from a '74 Wagoneer. I cut them down to fit the Jeep. One benefit is the readily available parts for that era Dana 44.

1953 M38A1 (military version of the CJ5).

Thanks! 20-30k probably on the conversion portion. Overall, the project was probably more like 40-50k out of pocket because it included a resto-mod and restoration aspect as well!

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Thanks! The crew really worked hard this last year to make everything possible!

Thanks!! I am using the TorqueMountain driveshafts we made in-house which use the tripod ends. So far, zero problems--we've tested them on the trails in Moab, at the drag strip, city driving, towing, etc. and never had a problem--even when the axles were pretty much at the articulation limits with one tire hitting the fender. We even set the axles into pretty violent vibrations --for example when towing the GMC--and had zero problems. We did spend a lot of time when laying out the suspension to make ensure the geometry would not allow the tripod cv to come out of the cup. I think this set up would work best with shackles facing away from the drive unit or with a radius rod style suspension. I have the Felten LSD installed currently, but not the reduction gears. At the moment, I just have the stock drive unit gears and instead swapped 2.72's into the axles--which gives me a current top speed of 56 mph. I would like to eventually try the reduction gears though. It'd be awesome if we got a chance to offroad together sometime!

@@TorqueMountainEV-iw1xd ok great info thanks! I'm working on a similar build on a '69 land cruiser. I did go for the fellten gears also. I didn't see it before but what voltage are you running at?

@@EVSwap I can't wait to see the finished projects! It is a Chevy Volt battery so it is 360 volts nominal--I usually try to keep it between about 330 volts and 385 volts.