I think I have gathered that lockers keep both wheels spinning even when one is not touching. Right?

Do you guys recommend lockers in both front and rear? Or a limited slip front? Etc...


I'd like to get my new gears, and lockers all at once....

So, can someone tell me whats a good set up or combo with lockers in the front and back? What would be a good brand that wont crush my wallet? Any other info is greatly appreciated! Thanks.

Kyle

 

If you plan on this thing going over the road... do not put straight lockers in it. You will need to use something like the Eaton E-locker. You could do them in both the front and rear, but that goes back to my first sentence.

 

What does the Eaton E-locker do? Is it good off-raod? But, still drives good on the street? LMK. Thanks.

Kyle

 

There are a few units like the E-locker. When disengaged, it works like a limited slip. When you engage it, it becomes a full locker. This is the best design for a rig that sees both on and off road driving. A locker can cause driveline damage if driven over the road often.

 

Sounds pretty sweet. How much does this thing sell for? Do I intall it with new gears, before new gears, or after?

Kyle


Kyle

 

It is installed at the same time as the new ring and pinion. Check out http://tinyurl.com/3wreo for some units that will fit your 1990. I dont know too much about the quality of traction modifying devices. You might want to hit up our Driveline forum a ways down from this bronco forum, and ask them. They should be able to tell you definitively the way to go.


Rich

 

Thsoe are limited slip.... Is thatw hat I need? And for front and rear parts is just a 1000? Thats too much...
Kyle

 

If you really want to save money I have a welder....... Cost you a case of beer.


-Matt

 

Bigbody,

The Eaton E-locker works just like your standard "open" differential when it is disengaged, so if one wheel is off the ground its gonna just sit there and spin. When you hit the button the E-locker will engage and the power will be distributed to BOTH rear wheels evenly regardless of whether one is touching the road or not. The E-locker is what is referred to as a selectable locker. In other words the driver (not torque) decides when its time to engage the locking mechanism. The ARB air locker works much the same way except it uses compressed air to activate the locking mechanism instead of electricity.

Now if you want a limited slip differential, there are several available but this is a torque actuated operation. These work quite well in front since you don't always use the front axle anyway so chances are, when you need the front axle you also need the LS differential. The major differecne between the LS differential and a locker is that an LS will transfer the power to the non-slipping wheel rather than the slipping one AND it does this automatically. The driver has no control over WHEN it engages.

Detroit Locker actually makes a combination LS and selectable locker. The Elec-trac operates as an LS normally and when the button is hit, the locking mechanism engages and it becomes fully locked like the E-locker and the ARB locker.

The good part of a locker that is completely open when it is disengaged (e-locker & ARB) is that the truck will still behave like you are used to in snow and icy conditions. LS and "automatic" lockers in the rear axle tend to engage at odd times in these conditions making for some tricky maneuvering if you aren't ready for it. My wife drives my Bronco from time to time in the winter and I dont' need something like that happening to her, she has never driven a vehicle equipped that way. Just some info and personal opinion on the subject.

 

Great info Greystreak! Thanks.