Locker for 4 cyl?

I have a 98’ 4x4 2.7 5 speed and the open diff is horrible. I want to put a locker in but I’m unsure where to start. What lockers work? What have you guys had good experiences with?

 

Buy a complete trd elock axle and do entire swap. this will be cheaper and easier in my opinion

 

@rngr has a lunch box locker that is pretty darn affordable and stout that would work.

 

I am going with the Detroit Trutrac for the same reason. The open diff is miserable on anything but dry pavement.

 

You have several options. Review the pros and cons of each and decide what’s best for you.

An ARB airlocker will set you back about 900. Plus the compressor to power it will be 200-500 depending on which model you use. The good thing about this is that it is fully selectable. Turn it on when you need it, turn it off when you’re on the street and you’ll have an open diff. You’ll have to have a gear shop do the install unless you know how to set up ring and pinion.

Harrop recently came out with an electronic locker for these trucks. Same idea as the ARB, but powered by wire instead of air. Fully selectable, and no compressor to rely on. $1400 iirc.

Then you have mechanical (lunchbox) lockers. $300-500. These are activated by torque on your driveline. Think- throttle on, diff locked. Throttle off, diff open. These are much cheaper, and can be installed in your driveway. I run the powertrax no-slip.

People are going to tell you mechanical lockers are horrible, and you will certainly die in a ball of flame if you so choose to run one in a non-dedicated trail Truck. Those people are spreading nonsense, and I guarantee have never actually experienced one.

I love my locker. Wouldn’t change it for anything. However, there are quirks that you should be aware of.

You will learn to adjust your driving habits to minimize the following very quickly. But, they do exist, so let’s discuss.

Tire chirp- because your tires will be forced to rotate at the same speed, something has to give in a tight turn on a hard surface under throttle (think turning into a parking spot). You will chirp the inside Tire. Is that an issue? Not to me. Plus, I’d you just coast into the spot, your diff will be open and it won’t chirp.

Unloading- every once in a while, my locker will unload with a “boom”. Loud thud. Maybe a couple times per year. Always in a high traction surface after making a sharp low speed turn. It is what it is.

Noise- the no-slip is very quiet. I hardly ever hear it. Sometimes I will hear it click when my windows are down. I can’t speak for the other models.

***ice*** this is the one big flaw of a lunchbox. They suck ass on ice. You no longer have the unpowered Tire to hold while the other pushes. It’s easier to get your ass out in front with the locker. Don’t be an idiot, and it’s not an issue.

Pros? - cheap, Reliable traction. If you wheel, a locker is a game changer. There’s no compressor to rely on, no wiring to malfunction. I chose the powertrax because it’s supposed to be the most street friendly and operate the smoothest. Is that true? Idk, but I’m very pleased.

That’s a lot of info, but it’s a complex topic with tons of misinformation out there. Be happy to answer any questions.

 

The trutrac is good, but not nearly the same as a locker...

 

Awesome explanation. I’ve been toying with the idea of a lunchbox locker and this was a big help.

 

Its a perfect explanation....

I've run lunch box units several times...

My 2002 F150 had a Richmond Lockright in it for over 100,000

It clunks and grabs and you think!!! OUCH, my diff!

I took it out when I sold the truck and the diff was like the day it went in.. I measured everything, nothing was out of tolerance as per the Richmond install book..

 

Welcome!

The other thing I should mention is hwy driving. I actually read on here (from someone who didn’t have one) that mechanical lockers will push you off the road when they engage in the road. Lol. Wtf. Lmao. Lulz. Blah blah. Bullshit.

The ONLY place where my locker is completely unnoticeable is on the hwy. Now, I can see the possibility of a locker engaging while at speed shifting the vehicle **if** you were in some big V8 with a million pounds of torque.

However, my 2.7 doesn’t notice it at all. And it’s plently torque-y with 5.29 gears.

Anyway, I’ll get off my soapbox. I don’t care what locker anyone runs. I just hate seeing the BS spread around.

 

Yep, the bs spewed on any topic around here from non experienced people can get old. I just try and look past it to people with first hand experience. Thanks again.

 

This might help.

http://www.fourwheeler.com/how-to/t...ead-to-head-lunchbox-drop-in-locker-shootout/

http://www.offroaders.com/tech/lock-right-locker.htm

http://www.jeepforum.com/forum/f249/richmond-gear-lock-right-powertrax-no-slip-locker-771835/

https://www.4wheelparts.com/buyers-guides/axles-ring-pinion/differentials.aspx

The main five (that I've heard of) are;
Powertrax Lock-Right Locker $394.99

Spartin Locker $252.52

Detroit True Trac $439.99

Auburn Gear $355.97

Aussie Locker $350.00

 

The Detroit Truetrac is a limited slip, rather than a locker.

 

I just put down the name the manufacturer calls it. It's an Automatic Locker.

Differential Breakdown

• Open Differential: This is the common OEM configuration, which offers the best drivability, street performance, and value for non-performance street driving conditions. These differentials are not preferred for off-road or performance applications, because they lack the strength and traction needed for off-road and performance conditions.
• Limited Slip Differential: These types of differentials distribute power to the axle with the most traction. They offer increased strength over OEM units and are a great choice if you’re looking for extra traction while still retaining street performance.
• Selectable Lockers: These differentials offer the driver the street performance of an open differential with the strength and traction of a spool. The unit remains an open differential when not engaged, but can be turned into a full locker upon engagement by the driver for those situations when maximum traction is required.
• Automatic Lockers: Automatic Lockers lock and unlock based on traction conditions without any input from the driver. They typically are locked in most instances and will only unlock when one wheel is required to spin faster in cornering. These offer increased strength and are great for extreme off-road use.
• Spools: Spools offer maximum traction, strength, and value. Both wheels are locked together 100% of the time, which does not allow for slippage during cornering. As such, these are recommended for extreme off-road and performance applications and are not recommended for the street.

Detroit Locker
The Detroit Locker is a 100%-automatic locking differential that provides ultimate traction for mild to extreme vehicle applications. Its unique, bullet-proof design is engineered to keep both wheels in drive mode - even is one wheel is lifted off the ground.
http://www.eaton.com/Eaton/ProductsServices/Vehicle/Differentials/detroit-locker/index.htm

 

On the highway, the worst thing that happens with a lunch box is when you hit the brakes...

Richmonds design adds 30% lash to the driveshaft... Slowing down with the brakes gives the rear end a feeling of disengagement... It does not do anything unsafe, it just feels...Different?..

 

For the Detroit locker, you are correct. But for the Detroit truetrac you mentioned earlier, that is incorrect. It is a limited slip.

http://www.eaton.com/Eaton/ProductsServices/Vehicle/Differentials/detroit-truetrac/index.htm

They are two different units.

Not being a dick. Just trying to keep the info clear and accurate.

 

I have never experienced this. What does it feel like?

 

The detroit works the same as a lunchbox unit essentially..

Except it is all one unit... Carrier and all... Tougher..

 

When you hit the brakes you feel the disengagement of one wheel... Usually the left wheel... It can sometimes give a sensation of a pull to the right... It is not as dramatic as everyone on here says... Most of the comments made on here are pure speculation from people who have never had one...

Its the way it works..

The cross pin that used to hold the side gears for the differential is now a binding force on a ramp machined into the locker clutch..

As wheel spin is created on one tire, the cross pin ramps the toothed clutches, and force them away from one and other.. Causing the teeth of each clutch to bite into the stationary clutches attached to the splines of tha xles..

It is so simple, but hard to explain..

 

The excess lash is there to allow the cross pin to rock in the ramps... One wheel will always be engages.. ALways!

Without the extra lash, the locker cannot work correctly..

 

That makes perfect sense. I guess it’s so minute in my my truck that it’s not noticed. Not sure.