Rear Locker
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New User
Joined: Jul 2008
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From: Maple Ridge B.C.
Rear Locker
I am wondering what type of locker I have in the rear differential. When I drive in two wheel, tights turns at any speed are normal. Once I engage four wheel, the back end seems like it is in a full lock and any tight turn makes the rear hop. The truck is new to me, and I want to know if it has some type of electric locker that engages when put into four wheel. I know that Elocker has an electric locker, but uses a switch to engage. This feels like it engages immediately when Four wheel is engaged.
This may be an ignorant question, but I couldn't find the answer in any thread.
It is a 2001 F-350
This may be an ignorant question, but I couldn't find the answer in any thread.
It is a 2001 F-350
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Joined: Oct 2005
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From: SW Virginia
If the truck hasn't been altered from factory equipment, the rear won't have a locker. At most, it will have a limited slip differential which, in theory, senses wheel slip and automatically transfers power to the wheel with more traction. The binding you are describing is usually felt more when trying to turn the wheels sharply and is caused by the rear wheels pushing against the front as they turn. When in four wheel drive, the front end is no longer "free-wheeling" and has power routed to the front wheels. As such, the front end feels like it's binding when you are on a surface with good traction such as asphalt or concrete. Looking back at previous years of Ford factory options, I haven't found anything indicating a locker as an option - just the limited slip. Hope this helps.
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Joined: Mar 2008
Posts: 342
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From: Maple Ridge, Canada
Our trucks are not all time four wheel drive applicable
If you are on hard ground concrete, asphalt, packed dirt you should stay out of 4x because there is no concession in the drive line which allows for variations in drive shaft revolutions differences front to rear. The tranfer case locks them together and they turn equally.
During turns the front wheels travel further than the rear therefore, the drive shaft for the front must rotate more than the rear. This isn't possible because the front and rear are locked together at the tranfer case.
On a loose surface sand, snow, ice, gravel wheels will slip to unload any binding caused by this difference in shaft rpm.
On a hard surface eventually the weakest link is gonna give.
All time four wheel vehicles have a coupling between the front and rear drive shafts which allows for variations in shaft rpm. Ours don't.
If you are on hard ground concrete, asphalt, packed dirt you should stay out of 4x because there is no concession in the drive line which allows for variations in drive shaft revolutions differences front to rear. The tranfer case locks them together and they turn equally.
During turns the front wheels travel further than the rear therefore, the drive shaft for the front must rotate more than the rear. This isn't possible because the front and rear are locked together at the tranfer case.
On a loose surface sand, snow, ice, gravel wheels will slip to unload any binding caused by this difference in shaft rpm.
On a hard surface eventually the weakest link is gonna give.
All time four wheel vehicles have a coupling between the front and rear drive shafts which allows for variations in shaft rpm. Ours don't.
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New User
Joined: Jul 2008
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From: Maple Ridge B.C.
Thanks for the clarification. I just wondered if a previous owner had done some after market modifications. The last Four WHeel I had was a shorty landcruiser and I didn't have the same feeling when in four wheel, so I wondered what was happening. The explanation about the front wheels traveling more than the rears make sense. The much longer wheel base of the f-350 must be a much more noticable difference than a shorty cruiser.
As a side note, I at least knew to only engage four wheel on loose ground, so I think my truck should be fine, but thanks for the heads up.
As a side note, I at least knew to only engage four wheel on loose ground, so I think my truck should be fine, but thanks for the heads up.
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Joined: Jul 2006
Posts: 6,948
Likes: 44
Our trucks are not all time four wheel drive applicable
If you are on hard ground concrete, asphalt, packed dirt you should stay out of 4x because there is no concession in the drive line which allows for variations in drive shaft revolutions differences front to rear. The tranfer case locks them together and they turn equally.
During turns the front wheels travel further than the rear therefore, the drive shaft for the front must rotate more than the rear. This isn't possible because the front and rear are locked together at the tranfer case.
On a loose surface sand, snow, ice, gravel wheels will slip to unload any binding caused by this difference in shaft rpm.
On a hard surface eventually the weakest link is gonna give.
All time four wheel vehicles have a coupling between the front and rear drive shafts which allows for variations in shaft rpm. Ours don't.
If you are on hard ground concrete, asphalt, packed dirt you should stay out of 4x because there is no concession in the drive line which allows for variations in drive shaft revolutions differences front to rear. The tranfer case locks them together and they turn equally.
During turns the front wheels travel further than the rear therefore, the drive shaft for the front must rotate more than the rear. This isn't possible because the front and rear are locked together at the tranfer case.
On a loose surface sand, snow, ice, gravel wheels will slip to unload any binding caused by this difference in shaft rpm.
On a hard surface eventually the weakest link is gonna give.
All time four wheel vehicles have a coupling between the front and rear drive shafts which allows for variations in shaft rpm. Ours don't.
Fantastic explaination,,,,,,Rep given.
