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To each their own, and it’s very dependent on the terrain encountered.
I agree. In my case, my truck would get stuck in certain wet grass/mud situations without 4wd. The locker can help if only one side of the trail is slick. In cases where it’s uniformly slick, the 4wd has always been superior.
My UTV is the same-lockable rear and 4wd which are independent of each other. The same observation is there on mud. In cases where wheels are off the ground, then it depends on which wheel. I’ve never had two wheels off the ground unless I was bottomed out. In cases where I’m really concerned about getting stuck, of course I just set it to 4wd and also lock the rear.
One thing a locker or limited slip can NOT do……..they can NOT give more traction when all 4 wheels already have equal traction.
I.E. If you are stuck and all 4 are spinning, all 4 will just continue to spin and you are still stuck.
I have the e locker on my 2019 F350 4x4. It has come in handy several times. It's really been nice when I needed it towing my 5th wheel on grass or other unpaved surfaces. It automatically shuts off once you get above 25 mph.
IDK about 81’ Chevys but 90s and current ones have what’s called a G80 locker. It’s a unique design. It’s 100% mechanical and once it detects slip it engages at FULL lock. So it’s the same thing as a selectable locker but without the need to push a button. It’s awesome when it works but it can be slow to engage at times and they have been know to grenade like a CP4 pump and it takes out the entire differential… I’m still a fan, I had one in my 18’ Silverado and got me thru some thick, deep mud in the desert.
I had limited slip on my last two GM trucks and my ‘05 superduty had limited slip. I like it a lot better than the e locker but I’m a pavement only type of guy. I can see the advantages of the E locker it just not as useful to someone like me that daily drives. As a locked axle can’t turn so in wet conditions it does me no good for daily driving.
I had limited slip on my last two GM trucks and my ‘05 superduty had limited slip. I like it a lot better than the e locker but I’m a pavement only type of guy. I can see the advantages of the E locker it just not as useful to someone like me that daily drives. As a locked axle can’t turn so in wet conditions it does me no good for daily driving.
Everyones application is unique. Ford seems to cater to the more extreme surface conditions (ie, mud in a construction site, which a locker is best for, this so happens to be best for off roaders), while ram caters more towards paved road use with their limited slip (better for street use especially in turns), GM has their G80 auto locker last i checked, which is an auto full locker that only engages below 25 mph, it can be slow to engaged and you have to stay in the throttle the whole time for it to work. Idk if GM offers a “limited slip” seems like it would be a better application for their trucks. I wanted a new truck with warranty and a locker so Ford it was.
I was trained to teach high speed driving with these new ESC equipped vehicles. We would push Explorers to their max and force individual wheel breaking by the computer in tight high speed turns. While I didnt test for icy/low traction roadway conditions, I highly suspect these new ESC and traction control systems are able to account for wheel spin and self correct much like, if not better, than limited slips used to do. I reference daily road use of course and nothing special like drag strip etc… ESC/traction can only do so much in severe situations so i figured a locker would take care of that for my situation, driving off road.
Way back in the day when I spent a lot of time in the dirt in SoCal I ran a 2WD with a rear locker and carried a set of chains. I went places 4WD feared to tread.
Originally Posted by wheelerfreak;[url=tel:20162300
20162300]Can this be adjusted with Forscan?
The Chevy ZR2 allows lockers to be actived beyond 25 in hi 4wd, however I don’t think lockers are supposed to be used at high speed, especially if doing any amount of turning. The wheel spin difference can’t be released so it forces the inside wheel to skip (burn out) however this puts a lot of force pressure on the differential and other parts of the drive train leading up to the motor. Something has to give and if it isn’t a skipping wheel it will be the differential/transfer case/transmission that goes boom. I don’t see the use for a locked axle at speed anyways, except for straight line drag racing which most have welded differentials. Maybe if someone/you want to straight line drag race your super duty?
I would rather have a Detroit Truetrac in the rear axle than the E locker however getting the E locker is a better option if you don't plan on upgrading later. Also a 2wd with a locker is not a substitute for 4x4 especially on a pickup truck with a heavy diesel engine in the front.
IDK about 81’ Chevys but 90s and current ones have what’s called a G80 locker. It’s a unique design. It’s 100% mechanical and once it detects slip it engages at FULL lock. So it’s the same thing as a selectable locker but without the need to push a button. It’s awesome when it works but it can be slow to engage at times and they have been know to grenade like a CP4 pump and it takes out the entire differential… I’m still a fan, I had one in my 18’ Silverado and got me thru some thick, deep mud in the desert.
The G80 is not a true locker it has clutch packs that engage when one wheel starts spinning faster than the other. True lockers don't use clutch packs.
The G80 is not a true locker it has clutch packs that engage when one wheel starts spinning faster than the other. True lockers don't use clutch packs.
The G80 does have clutch plates that wear out and then you have an open differential. I am not a fan of the G80. Many do not consider it a true locker for the reason you described. However, when it engages it sends 50/50 torque to each wheel just like a locker does. I think this is why so many call it a “locker” it is a unique design that falls into its own category in my opinion. The important part is it behaves just like a locker when working and engaged. With that said I do not feel it belongs in the category of a “locker” or an “anti-slip” it is its own. Truetracs are very popular and a lot of the GM guys change out their G80s for them.
Now the best one out there is in the Power Wagons rear differential, it has a locker but when not activated it also has a limited slip (along with ESC on newer models) Best of both worlds! Now if only it had more payload than my civic 😂
This has been an interesting read with good points for various situations and setups that I admit I hadn’t thought about. In my old beater feed truck I have a limited slip in the rear and I installed a lokright in the front and ended up taking it back out. Couple of things I didn’t like about all four wheels pulling was on side hills would slide sideways more so because all four spin instead of one or two wheels sort of holding your position so to speak. Other thing was when the front axle is locked, the wheel with traction will grab and try to steer the wheel or jerk the steering wheel away from you. Not a huge deal in the mud but it just gets old when one front wheel gets traction and trys to spin the steering wheel, so I went back with the original open. Now I think a limited in the front might’ve been better.
Originally Posted by Bovinerazzr;[url=tel:20162427
20162427[/url]]This has been an interesting read with good points for various situations and setups that I admit I hadn’t thought about. In my old beater feed truck I have a limited slip in the rear and I installed a lokright in the front and ended up taking it back out. Couple of things I didn’t like about all four wheels pulling was on side hills would slide sideways more so because all four spin instead of one or two wheels sort of holding your position so to speak. Other thing was when the front axle is locked, the wheel with traction will grab and try to steer the wheel or jerk the steering wheel away from you. Not a huge deal in the mud but it just gets old when one front wheel gets traction and trys to spin the steering wheel, so I went back with the original open. Now I think a limited in the front might’ve been better.
Very good point about a locker in the front. It isn’t for everyone and most would benefit more from a limited slip. Off road use tho a locker is better than limited as long as you know what your getting. I like this couples build; they thru an OX in the front. Their use is very specific tho. Lockers are good getting out of the worse of the worse, especially if alone on the trail (winch for extra security). Most do not use their trucks for this use tho…
This has been an interesting read with good points for various situations and setups that I admit I hadn’t thought about. In my old beater feed truck I have a limited slip in the rear and I installed a lokright in the front and ended up taking it back out. Couple of things I didn’t like about all four wheels pulling was on side hills would slide sideways more so because all four spin instead of one or two wheels sort of holding your position so to speak. Other thing was when the front axle is locked, the wheel with traction will grab and try to steer the wheel or jerk the steering wheel away from you. Not a huge deal in the mud but it just gets old when one front wheel gets traction and trys to spin the steering wheel, so I went back with the original open. Now I think a limited in the front might’ve been better.
I put a Spartan locker in the front of my Jeep and it works very well, I get a slight bit more steering feedback when in 4x4 but it is easy to control and I can still turn the wheel with one finger in 4x4. I put a Lock Right locker in the front of my F250 expecting the same results and it behaves drasticly different in 4x4, steering is much harder and it will try to jerk the wheel out of your hand in a turn, I plan on taking it back out soon. Both vehicles have 35" Mastercraft MTs on them so the only thing I can think of is the extra weight on the front of the truck makes it behave the way it does.
