What type of diff lock do I need to make my 2wd Prerunner capable while overlanding

Merry Christmas everyone. I have recently became interested in overlanding and plan on modifying my 2011 Prerunner TRD Sport to be capable to go on some some trails in the Appalachian Mountains. I already have have plans to get some BFGoodrich All-Terrain T/A KO2s, and a three inch lift kit. I also heard that I should get a diff lock but am unsure which one to pick up. Other than the modifications listed previously, is there anything that you would highly recommend me getting to be able to go on some trails in the Appalachian Mountains? Thank you in advance and have a great day.

 

Mountains?

4x4.

But if you lack experience, that.

You'll definitely want experience.

I'd even suggest replacing those tires if you're going to do any real off roading but let's be real, I just upset a shit ton of people by saying that.

Fight me

 

I say start by doing trails locally and just put a good set of tires on. See if you like it.

Try to see if 2WD is enough for you, it is for many, but mountain trails have weather and water, both can stop a 2WD dead in its tracks.

 

In my opinion, which is based on very limited experience, a locking rear axle on a 2WD pickup doesn't make a huge difference, at least not compared to the effort it takes to add this to your truck. I can't find the video, but I've watched one that compared 2WD+locker to 4WD in sandy terrain, and the locker didn't really make much difference.

Sure, there are going to be some situations where that locker might make or break your ability to get over an obstacle, or to get unstuck. But even locked rear wheels won't come close to what you'll get with 4x4 on open axles. I can't explain it... locked RWD vs. open 4WD both ensure a minimum of two driven wheels, but something about having both axles driven makes a world of difference.

As you're already aware, getting good off-road tires is going to be by-far the most important upgrade. I highly recommend E-range tires, not for their weight capacity, but because they're beefier than passenger tires, and are less likely to be punctured on the trail. You'll want them to be as large as will fit your truck, on the smallest possible wheels, which will maximize your ability to air down, and give you huge sidewalls for clawing your way over uneven terrain. I run 33s on 16" wheels (LT285s), but these won't fit stock trucks. I'm sure you can find plenty of threads on the topic. But in any case, you'll want the largest-diameter tires that fit your truck, and if wheels are part of the equation, then get the smallest-diameter wheels that will clear your brakes (which I believe is 16" on these trucks).

Not to pick a fight with @Kwikvette but I run KO2s and they work pretty well for the terrain here in the southwest. Tons of sand and scree with occasional slickrock, sometimes wet but rarely muddy, plus fresh snow from time to time... and let's not forget the thousands of miles on pavement to reach these places, enjoying the relatively mild temperament of A/Ts . I'm not claiming they're the best -- in fact I've had different tires that seemed to do better -- but what sold me on KO2s was the fact that they're wildly popular and frequently stocked in my size at nearly any tire shop, so I can quickly replace them mid-trip. And yes, I've punctured several of them over the past few years. However, in your case, KO2s might be less than ideal, especially if you are going to encounter a lot of sticky mud. So think very carefully about your tires -- and if possible, get recommendations from locals with experience driving the same places that you want to visit. Tires are by far the most critical component of off-road traction, period. I'm sure there are situations where a light RWD pickup on boggers could run circles around my "fully locked" boat anchor of a truck.

Also far-more-important than a locker is going to be experience and knowledge... knowing how much to air down, how to approach obstacles and pick lines, etc. Airing down makes an implausibly huge difference. In my laziness I've sometimes tried to climb steep terrain at highway pressure, fully locked in 4lo with a running start, hoping to avoid the pain-in-the-ass of airing down... only to stall out and slip precariously towards rollover in a cloud of dust. Retreating in defat, I'll air down to 15PSI, then effortlessly climb the hill without even needing the lockers.

Finally, regardless of your drivetrain, you'll need a solid backup plan for problems you might encounter. At a minimum you're going to want a full-size spare (preferably also a heavy-duty off-road tire -- I can confirm you can fit a 33" LT285 in the stock location with a bit of hammering), plus some amount of recovery gear. So... jacks, traction boards, tools, spare parts, tire repair kits, air compressor, recovery straps, a winch or a come along... the list is long, and you'll want to choose carefully based on the terrain you'll encounter, its relative desolation, and how you'll be travelling (e.g., solo solo, solo with passenger, or with other vehicles). For example, a winch hasn't been particularly useful for me in SoCal, because in its deserts, there's rarely anything I can anchor to. But, I carry two different kinds of jacks, and have used both extensively to change or repair tires on steep or soft terrain.



I guess a lot of what I do with my truck qualifies as "overlanding," although I don't much care for the term, and I'm not an instagrammer. 99.9% of the terrain I encounter could be done in 2WD, although I'm often using 4x4 because it's far easier for me, and doesn't chew up the trails as much. However, the vast majority of these "2WD-passable trails" are places I wouldn't ever tackle without 4x4, because I'm almost always alone, so if I got stranded I'd probably wind up needing search and rescue to come save me. I really can't recommend solo adventuring in remote challenging terrain with a RWD pickup -- locker or not.



I think your best bet would be to make some friends with similar interests, and ease into the hobby via multi-vehicle overlanding trips. Here in SoCal, there are plenty of folks who have a fantastic time in 2WD pickups, racing across the deserts and camping in fascinating places. I've seen them tackle places I'd hesitate to tread solo even in a 4x4. No recovery equipment beats having a friend in another truck, who can drag you back to safety, spot you through an obstacle, or ferry you to fetch tools and parts for a trailside repair.



In conclusion I'm just agreeing with @Bishop84, but with more words. If you really enjoy this type of stuff, then you're eventually going to want a 4x4 pickup. Adding a locker, I think, would be a needlessly expensive step towards that inevitable conclusion. That said, if you are dead set on adding a locker, I would recommend an ARB air locker. I haven't run one myself, so keep that in mind. But this is a battle-proven locker, and would also give you an on-board air compressor. You'll need the ability to air down your tires, and re-inflate them when returning to pavement, to get the most from your truck anyway. That, plus good tires and the air locker, will essentially max-out your capabilities for a RWD truck. Personally, I run a Harrop E-locker up front (with a factory e-locker in rear) and have nothing but positive things to say about it -- so this is another option. But if I were tasked with choosing a locker for a RWD overlanding build, I'd go with the ARB, and plan to make extensive use of the air compressor for airing down as well.

 

Could always go with a experienced wheeling buddy or local group who does events. That way if you have trouble, you have someone to get you out of a jam. At least help the experience part…

If your committed to running 2wd, instead of trading for a 4wd, some momentum certainly helps.
Personally the trails to me locally, sliders and skids are the biggest help.

Any specific trails you have in mind, the your trying to outfit for? Or just forest road overlanding?

 

The TRD Sport / Prerunner oem setup from 2010 onwards is not very good in regards to the electronic controlled, fake limited slip setup they sold us.

Stock, the electronics, apply the brake to the wheel that is slipping, in an effort to make the wheel with grip move the truck. Also, depending upon how many times you push that traction control button, some settings reduce the engine power.

My 2010, years ago, I purchased a diff assembly with low miles from a local guy that installed an oem limited slip (non electronic type) in his trucks rear axle. I then purchased a Tru Trac limited slip diff from Jegs or Summitt, forget which, and installed the limited slip into that used diff I bought.

Doing it this way, I had no down time. Swapping the oem diff out, and limited slip in was easy and did not take long. My original diff sits in storage.

The performance difference is huge comparing stock electronic limited slip or whatever they call it to the Tru Trac. Certainly still 2wd, but now you can just drive and the Tru Trac keeps both tires driving the truck in less than ideal grip conditions.

There are times though, when you will want to use that oem push button to disable the electronics from limiting the throttle. If I recall correctly, if the rears start spinning, and the fronts are not, the electronics starts beeping and the light flashes next to the speedometer. The owners manual explains how to over ride the reduced throttle. However, if the truck is shut off, you must reset this each time.

Off road, it is more reassuring, but certainly not 4wd, to see both rear tires tossing dirt when you look in the mirrors.

Wanted to add, from reading posts here, and seeing photos here of failed 4wd diffs, the impression I got was that the stock 2wd prerunner diff in regards to supporting the ring gear, is stronger and less likely to fail compared to the 4wd locker setup. Think 2wd is 12 bolt and the 4wd is 10 bolts.

 

No

No
No


YOU WILL DEFINITELY GET STUCK and that locker doesn't do much, all it does is lock the gears, so that both back tires will get constant power.
Without a locker, when a back tire catches air, it will get the power and the tire on the ground won't get power.
That's all a locker does. IT WILL NOT COMPENSATE FOR a lack of transfer case and front driving wheels.

Take your truck like it is, find a buddy that knows what he is doing and has a 4x4 and go off roading with him. Bring a tow strap...

This might sound rude, but since you are asking that question, you need to go get experience.

Also, mind you, having 4wd doesn't mean you can't get stuck.... Find a buddy and go get experience before you even consider spending any money.

 

Winch before lockers.

 

A 2wd does pretty good on some of the desert roads in the SW. Most of the gravel forest service type roads in the east can be traveled on with most cars and 2wd trucks unless they get snow. The only real danger is meeting another vehicle and one, or both vehicles have to put the right tires in the ditch in order to pass. In that case it is best for someone to back up to a wider part of the road.

If you start getting onto some of the off-road trails locking the diff isn't going to help much. You need 4X4. And getting low range is a big part of it.

 

Get a winch.

Wheeling on the east coast, and in them there mountains, I'd want 4 wheel drive. It's muddy, and rocky.

 

I'm willing to do some forest Overlanding

 

I had a Detroit Truetrac installed for about $1600 and love it. Regeared at same time. If the weather is good, you will be ok usually with the right recovery gear and experience. Not a good idea to go alone.

 

All the weight is in the front, a locking diff will help but not much.

 

If you are decided on staying in the prerunner. I’d do a Trutrac or and air locker and 100% add winch in the front you’ll be glad you did. The downfall of staying with 2wd is that you alway having to push the front thru and over obstacles but with good driving skills and practice you can get thru some decent terrain.