Had a spool in my 79 bronco with 35" tsl's and i welded the spider geRs on my 85 f250 and that had 37" boggers. Drove them both on the road daily and never broke anything, never broke the rears it was always transmissions LOL

 

This whole thread is based on driving in snowy/slippery conditions.

Addressing the OP - if you look at the display that shows the drivetrain and angles, there is a line that says "Push OK for more information." That will open access to screens that provide information concerning all the different modes, including use of the e-locker. It specifically says the e-locker should only be used at extreme low speeds off road or in slippery conditions. Using it as you describe, in stop and go traffic in snowy conditions is not likely to harm anything. However, what the e-locker does is mechanically lock the axles together, causing the wheels to turn at the same speed. If you turn a corner, there has to be enough snow or ice to allow one wheel to slip, if the slippage is not to be found on the road's surface, it has to come from somewhere and the differential or an axle shaft are the weakest points in the drivetrain.

 

From my experience in mostly off road conditions with air lockers on semi's I would only use lockers on straight extreme pulls. All other conditions I never use them. Too hard to make turns with lockers kicked in. Doesn't really matter if you have great traction if the lockers skid you off the road which is where most people tend not to want to go. I personally wouldn't run them even if they automatically kick out if you are getting up to any sort of speed.

 

I broke my e-locker not paying attention.

I had it on, I don't remember why but I was stopped and had my wheels cranked to the left and I heard a big snap and had to have the whole rear end replaced.

 

Very interesting Mike. Covered under warranty?

 

If I may chime in, my F250 is on order so I can't speak to the e locker; but a Detroit locker locks with input from the drive shaft. If you are coasting, it will disengage and allow for differential wheel spin; when going around a turn or otherwise. As soon as you hit the gas, it will engage and the differential be completely locked. I had one in a Dana 60 on one of my older trucks. With 35s I rarely noticed any wheel skipping except on the tightest of slow speed turns. I would assume as long as you're not parallel parking or navigating the local shopping center with the e locker on you would be ok. Never hurts to drive with "due regard" of your equipment in either case...

 

It is selectable for a reason. And that is because the vast majority of folks rarely need it. A pickup truck is best with an open diff most of the time. I don't believe there is much to worry about as far as mechanical issues but if it keeps locking and unlocking when you slow down and you are not expecting it, in the wrong situation, you could have trouble. Only activate it when you need it.

I have driven lots of trucks with all the other types of non selectable lockers and they all suck. I've been disappointed and frustrated with all of them.

AL, PT, LM, whatever are all BS for a truck. I think a selectable rear locker should be standard on all of these trucks.

Can anyone list a reason why something besides an open diff with an elocker in the rear is not the best choice for a standard 4x4 or 4x2 pickup?

What I mean is, if you are the F150 Lightning/wish my truck was lower and could run 255/35-18s cause I drive my truck like a car/sure wish I would have bought that GT350, kinda guy, please don't reply.

 

Ford's Engineers have taken the time to answer this question for me in the "Ask an Engineer" section. Their response is copied to this thread for completion.
-W

Engineer Answer
Thanks for the question Dan, here's what the engineers had to say:

The locker is engaged with an electro-magnetic coil. The coil will push against 3 pins, which press what we call a “lock ring” against a set of teeth on one of the diff side gears. This locks the differential from left to right, ensuring that torque is split evenly. The diff is tested against abuse of the duty cycle, but is designed to be turned on and off manually. It’s not intended for prolonged driving on pavement, but instead to get your truck out of a low friction situation. For example, if you are stuck on snow, engage the locker to help get out of the snow, but do not intend to continue engagement of the system for driving around town.

 

Thanks for posting that down here, very relevant to those following this thread.