Differences b/w available axles
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Differences b/w available axles
I'm ordering a 2017 F250 Platinum on Monday and would appreciate a little input regarding axel options. The 6.2L engine with the TorqShift-G transmission comes with the 3.73 Non-Limited-Slip axel as standard. The 3.73 and 4.3 E-Locking axels are listed as Optional. What conditions/situations make each of these three options a more appropriate choice? This vehicle will be our daily driver, unloaded probably 70% of the time and towing a 28' Airstream TT (GVWR 7800#) the other 30%.
Thanks very much for any input.
Thanks very much for any input.
Cargo Master
Joined: Jan 2015
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From: Boise
If towing is involved go 4.30's. If larger than small stock tires are in the future go 4.30. There's lots of gear talk in the 6.2 section. One big reason I'm ready to buy again is getting 4.30s from the factory and getting the new tranny.
Laughing Gas
Joined: Jun 2006
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From: So Cal
We're still waiting on the specs from Ford but in previous years the F250 and 350 share the same axels Ford has been talking about upgrading the axle so maybe it's possible the axle changed in the F350 but we just don't know yet , now this is regarding the axle and ring gear size. Not the ratio.
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Appreciate the feedback. Thanks very much.
My question might be more basic than you are reading into it. :-) I don't really understand the meaning of Limited Slip and E-Locking and why you would choose one over the other. Nor do I understand the significance between a 3.73 and 4.3. I assume it has to do with gear ratios but I don't yet understand how that applies to daily use. Is one more appropriate if you spend most of your time unloaded or not towing? And if so, how would that choice impact towing performance?
I've been reading through posts here for a couple of weeks and had not found the "6.2 section" [thank you, RainDesert!]. I'm over there now looking for answers.
My question might be more basic than you are reading into it. :-) I don't really understand the meaning of Limited Slip and E-Locking and why you would choose one over the other. Nor do I understand the significance between a 3.73 and 4.3. I assume it has to do with gear ratios but I don't yet understand how that applies to daily use. Is one more appropriate if you spend most of your time unloaded or not towing? And if so, how would that choice impact towing performance?
I've been reading through posts here for a couple of weeks and had not found the "6.2 section" [thank you, RainDesert!]. I'm over there now looking for answers.
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I guess I haven't mastered the search features on the forum... haven't yet been able to find answers needed.
Can someone explain the reason that a person might choose a Non-Limited-Slip 3.73 axel versus a Electronic Locking 3.73 axel?
And what reason would you choose a 3.73 versus a 4.3? I have found MANY post of people recommending 4.3 over the 3.73, but none of these posts explain why, or under what circumstance you should make this choice.
As I mentioned in my original post, the 6.2L engine with the TorqShift-G transmission comes with the 3.73 Non-Limited-Slip axel as standard. Ford must feel this is the most-likely best choice. However, the 3.73 and 4.3 E-Locking axels are listed as Optional. What are the conditions under which a person should decide to choose these options?
Can someone explain the reason that a person might choose a Non-Limited-Slip 3.73 axel versus a Electronic Locking 3.73 axel?
And what reason would you choose a 3.73 versus a 4.3? I have found MANY post of people recommending 4.3 over the 3.73, but none of these posts explain why, or under what circumstance you should make this choice.
As I mentioned in my original post, the 6.2L engine with the TorqShift-G transmission comes with the 3.73 Non-Limited-Slip axel as standard. Ford must feel this is the most-likely best choice. However, the 3.73 and 4.3 E-Locking axels are listed as Optional. What are the conditions under which a person should decide to choose these options?
Tuned
Joined: Apr 2004
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From: Fox Island Washington
A 4.30 gives you 4.3 engine (at the transmission output) revolutions for each tire revolution, Puting more torque to the Tarmac, towing and big tires are really good reasons to keep the ratio high. Higher ratios keep you in the power and at critical torque producing RPM.
Limited slip still allows some wheel spin on super slick surfaces. I don't have e-lock, but I assume it locks the differential to prevent any wheel slip, giving both wheels power.
Limited slip still allows some wheel spin on super slick surfaces. I don't have e-lock, but I assume it locks the differential to prevent any wheel slip, giving both wheels power.
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Tuned
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From: Fox Island Washington
I also don't know if E-lock is a limited slip differential by default when turned off or if it becomes an open differential.
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Thanks much, guys. Very helpful.
So, the 4.3 is beneficial to towing. However, it's an option from the standard 3.73. Does that imply that there is a trade-off in something? Does mpg suffer? It would seem to me that most people buying a Super Duty are likely expecting to do some towing, so why wouldn't the 4.3 be standard? Am I missing something obvious about this?
Also, regarding the E-Locker, is the ability to lock the wheels an 'on demand' thing? Meaning, with an e-locker you simply switch to this ability when desired? That is, it's not something that happens automatically. Did I understand that correctly?
Thanks again. Very much appreciated.
So, the 4.3 is beneficial to towing. However, it's an option from the standard 3.73. Does that imply that there is a trade-off in something? Does mpg suffer? It would seem to me that most people buying a Super Duty are likely expecting to do some towing, so why wouldn't the 4.3 be standard? Am I missing something obvious about this?
Also, regarding the E-Locker, is the ability to lock the wheels an 'on demand' thing? Meaning, with an e-locker you simply switch to this ability when desired? That is, it's not something that happens automatically. Did I understand that correctly?
Thanks again. Very much appreciated.
Cargo Master
Joined: Jan 2015
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From: Boise
Say you pull off the hwy on a soft shoulder. The standard open diff will spin one tire if traction is lost. If you have 4x4 you can just engage it and drive out. If you have the e-locker many times when it is engaged it will get you out by putting full power to both rear wheels as opposed to one. It's a cheap option for those who go off road. If you already plan on 4x4 the locker is less important. For a 2wd truck it could be very valuable.
Cargo Master
Joined: Jan 2015
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From: Boise
Thanks much, guys. Very helpful.
So, the 4.3 is beneficial to towing. However, it's an option from the standard 3.73. Does that imply that there is a trade-off in something? Does mpg suffer? It would seem to me that most people buying a Super Duty are likely expecting to do some towing, so why wouldn't the 4.3 be standard? Am I missing something obvious about this?
Also, regarding the E-Locker, is the ability to lock the wheels an 'on demand' thing? Meaning, with an e-locker you simply switch to this ability when desired? That isf, it's not something that happens automatically. Did I understand that correctly?
Thanks again. Very much appreciated.
So, the 4.3 is beneficial to towing. However, it's an option from the standard 3.73. Does that imply that there is a trade-off in something? Does mpg suffer? It would seem to me that most people buying a Super Duty are likely expecting to do some towing, so why wouldn't the 4.3 be standard? Am I missing something obvious about this?
Also, regarding the E-Locker, is the ability to lock the wheels an 'on demand' thing? Meaning, with an e-locker you simply switch to this ability when desired? That isf, it's not something that happens automatically. Did I understand that correctly?
Thanks again. Very much appreciated.
Cargo Master
Joined: Jan 2015
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From: Boise
The 4.30 has an old perception of a low off road gear. Fact is with the double overdrive 6 speeds of today the lower gears can really help the n.a.gas motors. Compare stock 31.5 tires with 3.73 gears to the largest stock 34.2 tires with 4.30 At 55 or 60 it is only 100 more rpms with the 4.30. Dealers don't understand this as they don't do math and rather hear 4.30 and look away and this is why it is hard to find 4.30 in dealer stock.
As far as mpg, in town and towing should improve with 4.30 while just maybe at 70-80 mph the 3.73 may do better with no load. As soon as you put a decent size 10ply tire on there that difference could all but disappear.
I drive town and rural back roads most of the time and tow. I know for me 4.30 will improve my mpgs.
As far as mpg, in town and towing should improve with 4.30 while just maybe at 70-80 mph the 3.73 may do better with no load. As soon as you put a decent size 10ply tire on there that difference could all but disappear.
I drive town and rural back roads most of the time and tow. I know for me 4.30 will improve my mpgs.
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Okay, it's starting to sink in. I think.
Is it fair to assume then that even with the stock tires that come on the Platinum, if I plan to do any towing at all (and I DO plan on towing about 25%-30% of the time) there is little downside and likely upside to going with the 4.3? And if that is true, is the upside in mpg, or acceleration, or both?
Is it fair to assume then that even with the stock tires that come on the Platinum, if I plan to do any towing at all (and I DO plan on towing about 25%-30% of the time) there is little downside and likely upside to going with the 4.3? And if that is true, is the upside in mpg, or acceleration, or both?