? About Lockers
Thread Starter
|
Senior User
Joined: Nov 2006
Posts: 294
Likes: 3
From: Northern New Mexico
? About Lockers
I need a set in the rear of my 1999 F-250 PSD 4WD, There is just too much difference in traction between front and rear leading to too much rear wheel spin.
So my questions about lockers are:
1. Detroit Lockers use the centrifigal force of a spinning wheel to engage. T or F?
2. Air Lockers are powered by either air pressure or vaccum and controlled by a switch in the cab. T or F?
3. With switch activated lockers, both rear wheels can be engaged BEFORE there is a traction problem. T or F?
4. With Detroit Lockers, I have to enter the low traction evironment, spin one of the rear wheel and then the locker engages delivering power to both rear wheels. T or F?
5. With driver activated lockers, and an alert driver, both rear wheels can be locked ahead of wheel slip improving the likelihood of not getting stuck, all other variables being even. T or F?
If someone can add insight on this subject, I am ever greatful.
So my questions about lockers are:
1. Detroit Lockers use the centrifigal force of a spinning wheel to engage. T or F?
2. Air Lockers are powered by either air pressure or vaccum and controlled by a switch in the cab. T or F?
3. With switch activated lockers, both rear wheels can be engaged BEFORE there is a traction problem. T or F?
4. With Detroit Lockers, I have to enter the low traction evironment, spin one of the rear wheel and then the locker engages delivering power to both rear wheels. T or F?
5. With driver activated lockers, and an alert driver, both rear wheels can be locked ahead of wheel slip improving the likelihood of not getting stuck, all other variables being even. T or F?
If someone can add insight on this subject, I am ever greatful.
Thread Starter
|
Senior User
Joined: Nov 2006
Posts: 294
Likes: 3
From: Northern New Mexico
The axles are whatever OEM part was used in 1999. The rear diff is 3,73 eith full floating axels, The axles are not Birfield or other upgrades.
Lead Driver
Joined: Sep 2003
Posts: 7,016
Likes: 208
From: SoCal
The Detroit Locker uses spring loaded sprocket pairs that have engaging teeth facing each other that keep the two sides locked together at all times. Speed differences between the two sides (caused by turning) over-power the springs, forcing the sprockets apart temporarily, allowing (very rough) differentiation between the two sides. Once installed, you have no control over this action.
Air lockers (or other forms of driver-activated lockers) are normally open, and you manually engage them to lock the two sides when you get into slippery conditions. But you have to remember to disengage them when you get back onto traction or you will overstress your driveline, and possibly cause the tires to slip when trying to turn. Whether engaging them BEFORE you get into slippery conditions will prevent you from getting stuck depends on the conditions. In general, unless you have half-tracks, once you bury your tires about the axle level in mud or snow, you will get stuck.
Air lockers (or other forms of driver-activated lockers) are normally open, and you manually engage them to lock the two sides when you get into slippery conditions. But you have to remember to disengage them when you get back onto traction or you will overstress your driveline, and possibly cause the tires to slip when trying to turn. Whether engaging them BEFORE you get into slippery conditions will prevent you from getting stuck depends on the conditions. In general, unless you have half-tracks, once you bury your tires about the axle level in mud or snow, you will get stuck.
Senior User
Joined: Feb 2004
Posts: 162
Likes: 0
From: Denver, CO
Chris
