i was wondering if anyone has run a lunchbox locker like a lock rite or an aussie (cant remember what they are called right now) and if they are strong enough to still be able to tow. all i can get from a google search is that they suck in light weight vehicles like a jeep and that mashing the gas in a corner is a big no no. also how many spline axles does a stock 150 with the 8.8 have, i would assume 31 but i could be wrong

 

also i was checking summit and they have three different options for a 31 spline 8.8, one with a 7/8 axle shaft and two with a 3/4 inch axle shaft, anyone know what size the stock axle shaft is?

 

I had Lock-Rites in the front and rear of a '95 F-150 Super Cab short box. I will never have an automatic locker in the front axle of anything. I took that out part way through the first winter (handling quirks were dangerous, as in the truck suddenly moving 6 feet to one side before I could catch it).

It was OK in the rear. If I did a lot of towing with it I wouldn't have liked it. Starting around a corner any automatic locker will only drive the inside wheel and it was hard not to spin the tire even starting without a trailer. With a trailer it wasn't that uncommon to have to spin the inside tire enough that the outside one would start driving too. But without a trailer it was tolerable.

The main other quirk I've noticed from a rear locker is some pulling one way and then the other as you get on and off the gas, especially in a curve. That wasn't too bad in the larger F-150 with a Lock-Rite. It was a lot worse in a Jeep CJ5 with a Detroit.

With a manual transmission and a locker you can notice more freeplay in the driveline as you go from power to compression braking. That was pretty noticeable in my CJ5 / Detroit as well. The F-150 had an auto, so it wasn't an issue there. I don't know if a Lock-Rite would be better or worse than the Detroit if I'd had a manual in the F-150.

Automatic lockers also can give a sickening "crunch" sound ocassionally when they almost catch and then skip a tooth. But I had less of that with my Lock-Rite than I did my Detroits.

I did install the Lock-Rite in the rear of my F-150 myself. That went pretty well, I certainly wouldn't shy away from doing that again.

 

I put a Powertrax No Slip unit in my 95s 8.8 rear and have no problems with it. It does put a little more lash in the drive line though and you do have to keep in mind that you have both wheels driving at all times except when it breaks loose. Easy install too. I like it.

 

i probably should have stated that its a 2wd, also i was contemplating the no slip locker as the lock right is more for off road only vehicles it says on their website

 

If this is a mostly street vehicle get a Detroit Trutrac instead, none of the quirks of a locker and no clutches to wear out... and it won't cost any more if you do it while changing the gears... hint hint.

 

is the trutrac a limited slip or what as i never heard of it before. also whats wrong with my 3.83s

 

The Trutrac is a gear drive positive traction differential.. .check the website, and as far as I know your trucks has useless 2.73 gears.

 

no actually one has 3.08s and one has 3.55s i was just testing your memory

 

Any vehicle with a locker in the rear is going to behave totally different than no locker. Just keep in mind that as the locker engages and disengages it will pull your truck one way or another. I can drive my old truck with detroit and then drive my new truck open, and the difference is significant.

A lunch box locker will work for towing, but as mentioned before keep in mind that more weight is more power to the rear wheels which is more tension on the locker and it is more noticeable or "amplifies" the characteristics.

 

Well I was going to say avoid the Detroit EZ locker but looking around it isn't even offered anymore. I put one in my 92 5.0 5speed, the set up just didn't work that night when I got it done was storming bad and just didn't seem right. Went to work next morning driving straight down the road it was just ratcheting would not make it up my driveway had to lock it in, argued with Eaton about it, sent it back and went back to spider gears. Heard other lunchbox lockers work just fine though, few guys I know that did 8.8 swaps in heeps love em.
But like Conanski said, trutrac it. The way a lunchbox locker works it will wear out you will buy it again and again, in the end the trutrac will be cheaper.

 

anybody know how to find the axle shaft diameter without tearing it apart

 

I had an Aussie in my 94 F150 and the teeth stripped off in no time. From what I gathered after the fact is 8.8 Aussies specifically are not good, the tolerances are off. For all other axles they do pretty good. The other lunchbox I had was a Lockright and it was terrific.

The complaint of the random on/off nature of an auto locker is over blown in my experience. Of course I always drive stick shifts so it's easy to clutch in and unlock it. But compared to the welded rear I'm running now I'll take a lunchbox any day.