Locker for the Front??

[hogelectra]

My MJ is coming along. Now I looking to give me more traction off-road. I've read several different write ups and it sounds like the front diff offers the most benefit and least impact to street driving. Looking for some ideas and thoughts.

 

I have a 86 MJ with a 4speed run by a 2.5L on a longbed. Now I hope there isn't more then one type of front axle on that year - if so I'll need help in determining on how to identify what I have.

 

Now for some background.

1. I like my mud 30x9/50 so no need for bigger

2. Use the rig both on and off road

 

Now my choices - what is best locker or what - and most reasonable for the money - and if possible something I can install (I'm handy but no means a well trained mechanic)

[LEAD_NOT_FOLLOW]

If it's a 4wd you'll have a D30 in the front.

 

Best bang for the buck in my opinion is an Aussie Locker. You can install it in a few hours with basic hand tools.

[JeepcoMJ]

front diff lockers actually offer the least improvement in something which will be driven on the road.

 

they remove turning ability and increase the potential for broken axleshafts or other broken parts.

 

the best thing you can do with lockers on something that's still street driven is a rear locker...simply put, a rear axle has less variables and less moving components to potentially break.

 

basically the only lockers you can do yourself (with no experience setting up gears and lacking about $500 worth of equipment) is a "lunchbox" style locker...this is a locker which only replaces spider gears but not the complete carrier. this is also the cheapest locker you can do.

 

I agree that the front locker will help you out the most offroad...allowing you to pull instead of push. however, for streetability you're looking at a higher price range ($700-$900 for new locker and then install cost to set the new locker/carrier in place and setting gears). you'll want a selectable locker such as an auburn ected or arb up front.

 

I know the detroit lockers are good, but they're not selectable this is perfectly good for your rear axle, as they don't need to slip quite as much.

 

-Pat

[hogelectra]

The jeep is not a big daily used vehicle - I work from home and use my Harley for a lot of errands. But I will drive it to the lumber yards and around town - maybe 50 miles a week.

 

I want to keep the risk of damage to my vehicle but have a very limited budget.

 

My question is an Aussie Locker a lunch box locker - seems to be reasonable about $300 for either a front or rear.

 

Not looking to do 4 or 5 level climbing but I hate looking stuck on a 2 or 3

 

But $700 would be acceptable if it lowered my risk of future damage and good on road use - but is there something that I could install - And is the front still the best option

[mvusse]

I would go with an Aussie. In 2wd it will not affect anything other than making a clicking sound when you turn. In 4wd it could cause problems if you have too much traction (like on pavement or packed dirt), but then you shouldn't be using 4wd anyway. The Aussie (like most) also allows one wheel to overrrun the other wheel (this is the clicking sound) to be able to steer. It is a locker, not a spool.

 

If you route the vac disconnect through a dash switch (ask Jeepco, I think he's done it), you would essentially have a selectable locker, except with the axle disconnected your front drive wheel would always be the driver side, not matter which one has more traction.

[Eagle]

front diff lockers actually offer the least improvement in something which will be driven on the road.

 

they remove turning ability and increase the potential for broken axleshafts or other broken parts.

I agree ... and I disagree.

 

A front locker generally provides no advantage on pavement, because you're usually in 2WD on pavement. But a locker also does not affect turning when running in 2WD because there's no power going to the front axle, so the locker never locks. If it does ... it ain't workin'.

 

Aussie is good, but it's a real carrier locker. The best bang for the buck is a lunchbox locker in the front. A lot of people also like the True Trac, which is a gear driven limited slip that is tiotally transparent in the front on pavement.

[Pete M]

I thought Aussies were a lunchbox locker? :hmm:

[Eagle]

I thought Aussies were a lunchbox locker? :hmm:

I dunno. I thought they were a full differential, but I was never seriously interested in one so I never pursued the specifications.

[BLHTAZ]

Aussie is an internal (lunch box) style... :cheers:

 

[hogelectra]

The Assuie Lockers are sounding interesting - anyone every installed them and can comment on how difficult it maybe

 

1. The Aussie Locker is a fully automatic and precision manufactured automatic differential locking device that does not require any manual operation to activate. It does not require any switches, external compressors, electrical cables, air lines, or pneumatic controls.

2. The Aussie Locker relies on a simple and highly innovative mechanical design which makes use of two distinct sets of forces, "ground driven" forces acting on a wheel when cornering (forces the outside of the wheel to turn faster) and the engine driven forces through the drivetrain. The combination of these two sets of opposing forces and the unique Aussie Locker design allow the automatic locking an unlocking of the driving gears when a vehicle turns or requires differential action.

[Motion Offroad]

We sell and install a lot of them. First timer it's about a 2-3 hour job. Directions that come with the locker arn't the best (in our opinion) but a quick online search will yield detailed install directions with pics that will help out a lot.

[hogelectra]

Still doing research but found some brief explanations

 

Eaton E-LockerAvailable to the public in mid-2002, the Eaton E-Locker provides full axle lock at the push of a button. It's an electronically controlled unit that's compatible with other electronic systems, such as brake-activated traction control and stability control. The E-Locker can be operated in 2-Hi, 4-Hi, or 4-Lo, and requires no lube additives, making it virtually maintenance-free. For more information, contact: Eaton Corporation, www.eaton.com.

 

ARB Air LockerHow cool is this? A locking differential that's air activated at the push of a button. The ARB Air Locker is an excellent choice for front diff applications because it can be manually engaged or disengaged. The manual operation is also a benefit if you use your 4x4 as a daily driver since it doesn't affect highway handling characteristics. Check with the company for a listing of its many applications. For more information, contact: ARB USA, Dept. OR, 20 S. Spokane St., Seattle, WA 98134, (206) 264-1669, www.arb.com.au.

 

PowertraxPowertrax offers two locking differentials for many vehicle applications. The No-Slip Traction System combines the qualities of limited-slip and locking devices and eliminates the ratcheting sounds often associated with locking diffs. Also, installation is a cinch because no ring-and-pinion setup is required. The Lock-Right Locker by Powertrax is a fully automatic unit that locks the axles together when the vehicle is traveling straight, but allows for differentiation via internal gears in turns. Both units are available for a number of applications. For more information, contact: Powertrax, Dept. OR, 245 Fischer Ave., Ste. B-4, Costa Mesa, CA 92692, (800) 578-1020, www.powertrax.com.

 

TractechWith the most applications and models to choose from, Tractech is one of the better-known names in the market. It offers its venerable Detroit Locker, Detroit E-Z Locker, and the Detroit Gearless Locker, all of which are speed-sensitive units, in addition to its torque-sensitive (limited-slip) lineup with the Detroit Truetrac and Suretrac. The Detroit Locker is said to be one of the most rugged locking diffs around, and is also the most widely available for axles ranging from 3,000- to 70,000-pound capacities. For more information, contact: Tractech Inc., Dept. OR, 11445 Stephens Dr., P.O. Box 882, Warren, MI 48089, (800) 328-3850, www.tractech.com.

 

Zexel TorsenAvailable for GM axle applications, the Zexel Torsen is a full-time torque-sensing, torque-biasing system. Torque and differentiation are continuously managed between the two axles and biased instantaneously according to variable road conditions. There are no clutches or preload to worry about. In fact, the T-1's patented INVEX gearing system is designed to perform for the life of the vehicle. The Torsen T-1 Traction Differential is available in any torque-biasing range from 2.5:1 to 5.0:1 and will fit in most standard GM axlehousings without modification. For more information, contact: Randy's Ring & Pinion, Dept. OR, 11630 Airport Rd., Ste. 300, Everett, WA 98204, (425) 347-1199, (800) 292-1031, www.ringpinion.com.

 

Auburn GearAuburn Gear offers its Pro Series and High Performance Series limited-slip differentials, both of which are compatible with all ABS and electronic controls, for Chrysler, Ford, GM, and Toyota applications. The torque transfer capability of the Auburn Gear units is achieved through the use of cone clutches coupled to beveled side gears, which are designed to provide the maximum amount of torque transfer without compromising vehicle performance in situations where torque transfer is not required. For more information, contact: Auburn Gear, Dept. OR, 400 E. Auburn Dr., Auburn, IN 46706-3499, (219) 925-3200, www.auburngear.com.

 

OX LockerIn an unprecedented mix of aerospace and off-road technology, the OX Locker by OX Trax is a locking differential that uses a positive locking cable to mate the axleshafts together and ensure maximum traction. Designed by a high-tech aerospace manufacturer, the OX Locker features a heavy-duty machined diff cover and is available for Dana 30, Dana 35, Dana 44, and Dana 60 applications. New applications are expected during the year. For more information, contact: DriveTrain Direct, Dept. OR, 1477 Davril Cir., Corona, CA 92880, (888) 584-4327, (909) 272-0158, www.drivetraindirect.com.

 

Spicer Trac-LokUsing a clutch plate and disc arrangement designed to create better vehicle control in adverse or changing driving conditions, the Spicer Trac-Lok is a limited-slip differential that uses all the available traction at both wheels. In extreme cases of differences in traction, the wheel with the least amount may spin after the limited-slip has transferred as much torque as possible, which is limited in order to optimize overall vehicle handling. For more information, contact: Dana Corporation, www.dana.com.

 

Genuine Gear Quik LokDesigned by the makers of the Detroit Locker, the Genuine Gear Quik Lok offers an easy installation, a lifetime warranty, and a low price. Said to be the best standard-duty ratcheting locker offered, the Quik Lok is available for most applications, including the Dana 30, Dana 35, and Dana 44, as well as the Ford 9-inch. For more information, contact: Genuine Gear, (800) 421-1050, www.4wheelparts.com.

 

DriveTrain DirectPriding itself on trust, quality, and value, DriveTrain Direct carries everything you'll need to equip your rig with a locking differential. From ring-and-pinion sets, hub conversion kits, axleshafts, and complete axle assemblies and axle assembly packages, DriveTrain Direct offers a bit of everything. For more information, contact: DriveTrain Direct, Dept. OR, 1477 Davril Cir., Corona, CA 92880, (888) 584-4327, (909) 272-0158, www.drivetraindirect.com.

 

SupliersWest Coast DifferentialsIn addition to servicing parts, West Coast Differentials carries a full line of spools, lockers, and posi-tractions made by top-quality manufacturers such as ARB, Auburn Gear, Detroit Locker, Eaton, and Powertrax. The company also offers many years of technical experience, and its tech experts and sales staff can help you decide which locking unit is best suited to your needs. For more information, contact: West Coast Differentials, Dept. OR, 2429 Mercantile Dr., Ste. A, Rancho Cordova, CA 95742, (800) 359-4737, www.differentials.com.

 

Drivetrain WarehouseOffering an array of axle components, including a full lineup of lockers, limited-slips, and ring-and-pinion sets, Drivetrain Warehouse is a great source for drivetrain parts. Shown is the Posi Lok Cable Lok designed to replace the factory vacuum diaphragm or heated coil disconnect assemblies that are often prone to failure. The Posi Lok, available for Dodge, Jeep, and Chevy applications, ensures instant engagement every time. For more information, contact: Drivetrain Warehouse, (888) 432-7656, www.drivetrainwarehouse.com.

 

U.S. GearServing the drivetrain and transmission industry since 1963, U.S. Gear offers a full line of axle components, including the Torq-Line limited-slip differential. The Torq-Line is available for GM and Ford applications and is designed as a direct replacement for the hard-to-find expensive OEM unit. It's totally rebuildable, cast of nodular steel, and is made in the USA. For more information, contact: United States Gear Corp., Dept. OR, 9420 S. Stony Island Ave., Chicago, IL 60617, (800) 874-3271, www.usgear.com.

 

Randy's Ring & PinionKnown as the man with the ring gear halo, Randy Lyman of Randy's Ring & Pinion not only has what you need to outfit your 4x4 with a top-of-the-line locking differential, he can also supply the essential tools needed to install it. Randy also offers a full line of ring-and-pinion sets, axleshafts, spools, rebuild kits, and axle yokes. You might also check out the Web site for excellent technical information. For more information, contact: Randy's Ring & Pinion, Dept. OR, 11630 Airport Rd., Ste. 300, Everett, WA 98204, (425) 347-1199, (800) 292-1031, www.ringpinion.com.

 

Reider RacingReider Racing Enterprises is a full-line axle component distributor of 28 major product lines, including high-performance ring-and-pinion gearsets and 16 different types of locking and limited-slip differentials. Based in Taylor, Michigan, Reider Racing handles products manufactured by Precision Gear, U.S. Gear, Auburn Gear, PowerTrax, Dana Corp., TracTech, ARB, Timken, CR Services, Mile Marker, Ford, GM, Chrysler, Ford Motorsports, and more. For more information, contact: (800) 356-1330, www.reiderracing.com.

[CWLONGSHOT]

The aussie is what I will suggest for you. Yup, its a lunchbox!! I prefer the rear first, but if you want the front alone is fine.

 

In the front, there are NO ILL EFFECTS and as a matter of fact, sans the clicking in turns, you will not know its even there!! (In 2WD) In 4WD its a locker and saddled with all the good and the bad of driving a vehicle with a locked front axle. Lockers are excellent "loside locaters" The tires spin, break free and the axle slides to the lo side of the road. On dry pavement, they will pull you and not like to turn when under power.

 

I have one now and ran it on the street for some time, no problems.

 

Its an EXCELLENT product. Its a refinement/improvement over all other lunchboxes. The owner Bill, actually worked for the others and was invilved with the design and manufacturer of the others. The Aussie does not carry the insane 31" tire limitations and as long as you install as per directions its warrented even if you do it your self!!!

 

I would stay away from all the electric lockers. I have two ECTIDs and although they work fine and do exactly what I need. the problems I has where atrocious and not something I would want anyone to have to deal with. Especially someone on a budget. The ARB is excellent, but also expensive. the Detroit locker is excellent but NOT great for the front. It is also harsh. The OX is another good one but also a bit costly. BEST BET for a street truck that goea off road is TRU-TRKs at both ends. VERY streetable and EXCELLENT traction all the time. BUT its a full carrier locker so not something most home mechanics can do.

 

My brother in law is going that rout as we speak!! Christmas and his birthday was good to him!!!

 

CW

 

Good luck,

CW

[jtdesigns]

Spools aren't bad for a street only truck for rear are they?

[mvusse]

I would not run a spool on anything that does street duty. A spool forces both wheels on an axle to always spin at the same speed. Whenever you turn, the outside tires make a wider arc than the inside tires, meaning the outside tires need to spin faster. This goes for the rear axle as well as the front.

 

With a spool this is not possible, meaning at the least you will eat up tires and squeal every time you make a turn, more likely one of the rear wheels will start hopping until one day you either snap an axle shaft or a U-joint on the drive shaft.

 

Spools are for straight line racing. Think drag strip.

[DirtyComanche]

I would not run a spool on anything that does street duty. A spool forces both wheels on an axle to always spin at the same speed. Whenever you turn, the outside tires make a wider arc than the inside tires, meaning the outside tires need to spin faster. This goes for the rear axle as well as the front.

 

With a spool this is not possible, meaning at the least you will eat up tires and squeal every time you make a turn, more likely one of the rear wheels will start hopping until one day you either snap an axle shaft or a U-joint on the drive shaft.

 

Spools are for straight line racing. Think drag strip.

 

 

Don't totally agree... For anything but a bush truck, a spool is stupid. Or a drag car, as you said. You can drive them on the street quite fine, and I did so. But, it's so hard on tires it isn't worth it if you drive lots. Also, people look at you funny when you squak your tires trying to park. Otherwise they drive FINE. You won't break anything that you weren't already going to break. IE, if you can produce a high enough torque loading on an axleshaft in a parking lot to break it, it was going to fail on the trail anyways! Often you have HIGHER traction, or at least resistance on the tires to moving, offroad than on.

 

However, a spool is totally inappropriate for what the O/P wants.

[Pete M]

I now have a spool in the back of my 88 (ford 9") and it makes a LOT of tire chirping noise just pulling out of the driveway and going across the street to park it in the parking lot. Plus it leaves light skid marks in my dad's driveway. I can't image driving it around town like it is. I bought an open 3rd member (it was cheap) that will be swapped in if it looks like I'll ever drive it much on the street.

[DirtyComanche]

The chirping and squaking will go away once you get moving fast enough.

 

 

Oh, and nobody even dare running one in the front without, at least, hydro assist.

[Pete M]

Amen to that. The minispool in my front axle causes nothing but arm-aches. :shake:

[hogelectra]

Looks like I going to put Assuie locker up front