front locker for IFS Xplorer.

[jobunn]

http://www.killeraxles.com/html/locker.html[/URL]

Looks like this locker will no longer be vacuum operated, rather air or electric due to strength reasons. Can't wait!

 

[GR899V8]

jobunn

That looks like a really nice locker!

How much did your rear locker help?

Is it better to have a rear locker first if you only have one, and get the front later?

Thanks

 

[Jason_25]

Don't mean to butt in, but it's far better to get a rear locker first.

A rear locker makes a huge difference.

 

[GR899V8]

Thanks, Jason_25

Is there a particular reason why the rear is better? I have IFS, so I guess traction would be better with more flex in the rear? Or is it better to push than pull?

Also, I have LS on the rear end (and 69,000 miles), would switching to a locker be like going from bald tires to new tires?

And you're not butting in, thanks for the input!


Anyone else want to butt in, please do!

 

[jobunn]

For our IFS and Auto 4x4 equipped Explorers the rear locker is the only real choice at this time, until the locker above is finished or you install a new transfer case (a few have done this to get 2wd).

My rear locker made an enormous difference off road. Best mod for me to date. I had an open diff before though so it was from one extreme to the other.

I was always under the impression that a 4x4 should build up the front of their truck before the rear, as it is better to be pulled than pushed. But possible on our nearly non-existent articulation IFS it is better to have the rear locker.

Any other ideas on this?

 

[DesertSpive]

Originally posted by jobunn
For our IFS and Auto 4x4 equipped Explorers the rear locker is the only real choice at this time, until the locker above is finished or you install a new transfer case (a few have done this to get 2wd).

My rear locker made an enormous difference off road. Best mod for me to date. I had an open diff before though so it was from one extreme to the other.

I was always under the impression that a 4x4 should build up the front of their truck before the rear, as it is better to be pulled than pushed. But possible on our nearly non-existent articulation IFS it is better to have the rear locker.

Any other ideas on this?

I would think that a front locker would be a good starting place, especially since the IFS Is prone to having only one wheel on the ground.

And for SLA trucks without the Auto T-case, they do offer the Powertrax for the front.

--Sean

 

[taxx]

nope rear is a great starting place. put one in and you will see the night and day difference. When climbing most of your weight is transfered to the rear . If you can only do one locker do the rear. Once you do it you will see. As for me that money is going towards my Solid Front Axle then a locker for the front.

Not nocking the front locker, but start with the rear and see if your wheeling still requires a front locker.

 

[taxx]

Originally posted by jobunn
For our IFS and Auto 4x4 equipped Explorers the rear locker is the only real choice at this time, until the locker above is finished or you install a new transfer case (a few have done this to get 2wd).

My rear locker made an enormous difference off road. Best mod for me to date. I had an open diff before though so it was from one extreme to the other.

I was always under the impression that a 4x4 should build up the front of their truck before the rear, as it is better to be pulled than pushed. But possible on our nearly non-existent articulation IFS it is better to have the rear locker.

Any other ideas on this?

You may be right but I see it as it is better to push than pull becuase of weight transfer.

 

[Explorer_2196]

I dont think there is a 50/50 power distribution either. Probably more like 40front/60back. Another reason for rear locker first.

 

[Mike]

whats the dif from locker and a ls dif?

 

[taxx]

not sure on all the differences but a locker "locks" the two sides together with teeth and a limeted slip is a clutch pack.

 

[DesertSpive]

Originally posted by taxxman2k
not sure on all the differences but a locker "locks" the two sides together with teeth and a limeted slip is a clutch pack.

The locker distributes power to both wheels evenly, with no slippage. If you think about an extreme example (spool or "Lincoln Locker) there is no differentation between the wheels ever. This means that the full lockers will not allow one wheel to rotate faster than the other one in a turn.

The ARB locker is only a locker when it is engaged. Other time it acts as an open diff.
A ratchet style locker, such as a Detroit or lunchbox style locker like the No-Slip is 100% locking, but will disengage around turns (coasting), allowing the outside wheel to out accelerate the inside one and disengaging. With the power on, it will engage. Think of these automatic lockers (in simple terms) as having the throttle as an on/off switch.

Because of this, the limited slip is a better choice for streets because it allows differentation, but not so good on the rocks for the same reason. The Torsen is one of the best LSDs you can get and the preloaded one in my FX4 is only about 30% locking.


There are many types of limited slips. Some, like the Ford Track-Lok and Auburn uses clutches which will eventually wear out. However, helical style limited slips, such as the Torsen is all gears and will never wear out (and are considered good for the life of the vehicle). They generally also have more preload or bias and can direct a disproportianate amount of power to the wheel with traction.

This is the oposite of an open diff, which sends power to the wheel that has the least resistance.

--Sean

 

[Mike]

Thanks =)

 

[Ranger Rick]

Well stated, Sean. You've learned well