Ok, how does this work in comparison to GM's G80 locker. Im not a four wheel drive guru so could someone explain this to me. I wonder if this will be available on the base two wheel drive trucks. I can see where it could be very handy if its like the gm locker.
It should be like the aftermarket Eaton E locker with an electromagnet that locks the axles together like a spool when energized and works like a standard LS rearend when off.
I'm leary of the GM locker. Seems to complicated for my taste. It senses rpm differences between the two wheels and and will lock once a certain rpm difference is reached. I don't see the differential lasting long term and needing service. Only time will tell.
I think you'd be must better off with either truetrac or similar limited slip or an E-locker which is limited slip in the off position and a full locker when on. I believe eaton and auburn both make an e-locker. A switch is wired to the diff that fully lock it when engaged.
rpm difference is how all Limited slip differentials work
__________________ 1996 F-250 460 Super Cab 8' Bed 4x4
3.55 limited slip frnt/rear, 33x12.50 BFG A/T, 4" Skyjacker, 3" body lift, cat-back dual exhaust, K&N Air Filter, deep tranny pan, Warn hub kit, Alpine 9857 Head Unit, Alpine S-Type frnt spkrs, Sony 6"x9"s (in mobile boxes),flip-down gooseneck ball
No most limited slips are controlled by mechanical means like a clutch pack or loaded gear set. They do not monitor rpm differences. They just allow slight variations in rpm for when the vehicle is going around a turn.
The GM unit senses wheel spin and will lock up once certain criteria are met.
thanks for telling me its nice to learn how it really works sorry bout last post
__________________ 1996 F-250 460 Super Cab 8' Bed 4x4
3.55 limited slip frnt/rear, 33x12.50 BFG A/T, 4" Skyjacker, 3" body lift, cat-back dual exhaust, K&N Air Filter, deep tranny pan, Warn hub kit, Alpine 9857 Head Unit, Alpine S-Type frnt spkrs, Sony 6"x9"s (in mobile boxes),flip-down gooseneck ball
so I guess the electronic locker will be available on the FX4 only? I wonder what gear ratios the rear end will come in?
Because on another forum, people were talking about recently built 08 models Ford has been putting 4.10 gears in other truck models besides the Heavy Duty payload package model, including some XLT and FX4's.
in theory, would you get better MPG's with 4.10's gears if you did all city/local driving (versus 3.73 or 3.55 gears)???
in theory, would you get better MPG's with 4.10's gears if you did all city/local driving (versus 3.73 or 3.55 gears)???
I believe so.
I have a 2006 with the HD package and the best mileage I've recorded on the highway is 18MPG. The worst mileage I've recorded in the city is 15MPG.
(These are based on Imperial gallons.)
I've theorized that with the 4.10 gears, the truck doesn't have to work as hard to get moving and up to speed in stop and go traffic.
I believe so.
I have a 2006 with the HD package and the best mileage I've recorded on the highway is 18MPG. The worst mileage I've recorded in the city is 15MPG.
(These are based on Imperial gallons.)
I've theorized that with the 4.10 gears, the truck doesn't have to work as hard to get moving and up to speed in stop and go traffic.
I think your theory is right.
In a SD like I have the lower gearing helps, especially around town and with towing mpg. In SD gassers at least going from 3:73s to 4:10s or 4:30s did no effect highway mpg drastically but helped in town/city driving.
With the heavy weight of the F-150 I think it definatley benefits from 4:10s over 3:55s or 3:73s. Modular motors like the 4.6l, 5.4l and 6.8l have no problem with revving out to even 5500rpm.
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The word "electric" is what is confusing me I guess. Im pretty sure its made by Eaton as well.
Then why does my Toyota Tacoma have one? I'm pretty sure that you can get one in the Tundra too. 
