Locking differentials / limited slip? - Ford Powerstroke Diesel Forum
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post #1 of 15 Old 02-20-2008, 07:38 PM Thread Starter
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Locking differentials / limited slip?

I'm considering replacing my open end rear differential with either a limited slip or locker.

Anyone have recommendations?

Thank you in advance!

I have a 2005 Ford Excursion, 4X4, 6.0L Powerstroke diesel, 6" suspension lift, stock open front and rear differentials.
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post #2 of 15 Old 02-20-2008, 07:42 PM
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Someone should be able to help you.

Pat
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post #3 of 15 Old 02-20-2008, 07:45 PM
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post #4 of 15 Old 02-20-2008, 07:52 PM
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if you haul any weight at all then you will want a selectable locker, something you can turn on or off, or you can kiss your axels good buy. running empty all the time then a locker will work fine.
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post #5 of 15 Old 02-20-2008, 07:54 PM
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Selectable locker or true-trac. There is almost no reason to go with a locker in our trucks... imo.

2001 F250
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post #6 of 15 Old 02-20-2008, 08:03 PM Thread Starter
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For a selectable locker, what do you all recommend? ARB, etc?
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post #7 of 15 Old 02-20-2008, 08:16 PM
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post #8 of 15 Old 02-20-2008, 08:24 PM
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OX locker is in my opinion the best option for selectable lockers. mainly because even if you pull the cable off of it durring your offroading adventures then you can still get under there and manually lock it up to get yourself out and home.

-Wes-



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Originally Posted by dlonno View Post
Having the Looney and running the Eco is like having 2 girlfriends and choosing to bang the ugly one.
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post #9 of 15 Old 02-20-2008, 09:41 PM
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Here is my 2c:
The ARB and the OX – debatably the 2 most reliable manual lockers, when engaged, will act as if you are operating with a spool-type diff. This will effectively ‘weld’ your axels together and each wheel will rotate at exactly the same speed when accelerating, decelerating, and turning. That feature is great and predictable off-road but is highly stressful on the axels while on the street and not going perfectly straight (ie. drag racing). But don’t forget that they don’t do anything until you make them – man in the loop to operate - and they are more complex; increasing vulnerability to malfunction or failure. I guess it could be kind-of cool chirping the tire turning into your parking space when you go to the mall, too. The ones below are automatic.

The Tru Trac essentially uses friction via mechanical advantage from several worm gears in the unit to lock the axels under load. There are no ‘clutches’ in this one. I frankly don’t know quite as much about the Tru Trac, but presumably it doesn’t lock on the decel due to the cut on the worm gears and the mechanical configuration. Someone please back me up on this. The beauty of this one, too, is that it will permit outside wheel to travel faster than the inside wheel when turning in a coast or neutral power condition just like an open diff. A weak link has been cited on some other drag racing forums about the bolts that secure the worm gears and it is recommended that they be upgraded to an alloy steel ARP bolt for improved reliability. I could imagine that towing could induce the same stresses as experienced on the strip. This is my second choice, with ARP bolts, of course.

The Detroit Locker uses teeth to lock the axels while under load – either accelerating or decelerating but releases when ‘coasting’ through a turn or while in a neutral power condition (neither accelerating nor decelerating) and temporarily acts like an open diff. There is an apparent clack when the teeth engage and disengage. I have only read in a magazine where someone knew this guy who’s buddy’s sister’s boyfriend fragged his Jeep’s Detroit Locker climbing this rock hill, etc, etc. The violent loading and unloading of some crawling could strain it enough to break but most likely the axel will pop first. My point is that this unit has been the common standard by which to measure locker durability and performance for decades. The long wheelbase of the Excursion will help tame the locking and unlocking that causes some of those lifted CJs out there to do emergency lane changes in the corners. This is my first choice for a diff upgrade for my 05 Excursion.

Generally speaking, I prefer the low tech and KISS philosophy.
Comments expected and welcomed. (And need some back up on the Tru Trac)
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post #10 of 15 Old 02-20-2008, 09:53 PM
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Quote:
Originally Posted by Lumberg View Post
Here is my 2c:
The ARB and the OX – debatably the 2 most reliable manual lockers, when engaged, will act as if you are operating with a spool-type diff. This will effectively ‘weld’ your axels together and each wheel will rotate at exactly the same speed when accelerating, decelerating, and turning. That feature is great and predictable off-road but is highly stressful on the axels while on the street and not going perfectly straight (ie. drag racing). But don’t forget that they don’t do anything until you make them – man in the loop to operate - and they are more complex; increasing vulnerability to malfunction or failure. I guess it could be kind-of cool chirping the tire turning into your parking space when you go to the mall, too. The ones below are automatic.

The Tru Trac essentially uses friction via mechanical advantage from several worm gears in the unit to lock the axels under load. There are no ‘clutches’ in this one. I frankly don’t know quite as much about the Tru Trac, but presumably it doesn’t lock on the decel due to the cut on the worm gears and the mechanical configuration. Someone please back me up on this. The beauty of this one, too, is that it will permit outside wheel to travel faster than the inside wheel when turning in a coast or neutral power condition just like an open diff. A weak link has been cited on some other drag racing forums about the bolts that secure the worm gears and it is recommended that they be upgraded to an alloy steel ARP bolt for improved reliability. I could imagine that towing could induce the same stresses as experienced on the strip. This is my second choice, with ARP bolts, of course.

The Detroit Locker uses teeth to lock the axels while under load – either accelerating or decelerating but releases when ‘coasting’ through a turn or while in a neutral power condition (neither accelerating nor decelerating) and temporarily acts like an open diff. There is an apparent clack when the teeth engage and disengage. I have only read in a magazine where someone knew this guy who’s buddy’s sister’s boyfriend fragged his Jeep’s Detroit Locker climbing this rock hill, etc, etc. The violent loading and unloading of some crawling could strain it enough to break but most likely the axel will pop first. My point is that this unit has been the common standard by which to measure locker durability and performance for decades. The long wheelbase of the Excursion will help tame the locking and unlocking that causes some of those lifted CJs out there to do emergency lane changes in the corners. This is my first choice for a diff upgrade for my 05 Excursion.

Generally speaking, I prefer the low tech and KISS philosophy.
Comments expected and welcomed. (And need some back up on the Tru Trac)

This is good info for you, or anyone. I would like to add that I too believe in keeping it simple. I have a true trac and a detroit locker in my jeep the true trac is in the front and the locker is in the rear. I logged about 100,000 on the road miles with this setup and have not noticed any on road behavior that is irratic. The only thing you need to pay attention to is if you are gonna jump on the throttle during a turn the rig will want to push. Thats it. good luck and happy shopping.

-Wes-



No truck anymore.

Quote:
Originally Posted by dlonno View Post
Having the Looney and running the Eco is like having 2 girlfriends and choosing to bang the ugly one.
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