E-Locker or TrueTrac

[Tinman]

I have a Dyna Trac hub kit in the garage and I'm waiting on Carli's lower BJ so I can install everything at once. While I have it apart, I am thinking of a limited/locking diff. From what I can gather from my search here, the truetrac is a different brand/version of the factory LSD, but better. The price is good, (Summit has'em for just over $500), but it seems this type LSD won't work without a little brake coaxing if your not moving and one wheel is without much traction. That's really the scenario you need and LSD most, so is a locker worth the extra cost and install effort? I don't do any recreational 4 wheeling, I just would like my 4wd to be a 4wd. With a tracrite in the rear and a truetrac in front, won't that pretty much eliminate the flaws of the factory tracrite?

 

[llotton]

In an experiment I did back in the 70s, we took a Blazer with the GM Corp dif. in the rear and installed the True-Trac in the front. We put the rear and the right front on stands so the tire was off the ground and the only one on the ground was the right front. I got in the vehicle engaged it in 4x4 and proceeded to drive it off the stands. Sold me.

In another thread on this matter I have a group buy up and the prices are listed. Pretty good prices. Larry

 

[Bob4x4]

I added the trutrac to the front of my Chevy in the 70's it worked great in the front. I think the front axles in the AAM with the diesel torque are marginal. Use a gentle right foot and you should be fine. The 2010 models have gotten bigger front axle u-joints so they are well aware.

 

[SierraRam]

I would go with the selectable locker up front and only use it when needed. I agree with our heavy front end and torque you gotta be cateful. I just think that when you make the concious decision to lock the diff you will be more likely to remember to take it easy. Besides how often do you really need the locker in the front?

 

[Andres]

Here's a good FAQ on lockers:



FAQ for Differentials



Lockers make a big difference, especially in snow/mud. I'd put one in the rear before the front, i think you'll have better overall handling. Where you live matters, up north, a tire change helps get through the winter where LTX A/S tires are useless in snow.



Some lockers, like the Detroit Softlocker forces both wheels on an axle to turn (100% positive lockup) while allowing the outside wheel to turn faster in a turn. Automatic, no switches necessary.



You need to be careful with an eLocker on the front. Locking it effectively creates a "solid axle" forcing both wheels to turn at the same speed. So

you can only lock it on straight lines or snow (whether front or rear). You loose steering while they are locked. You only engage them when stuck or fear of getting stuck. That said, the day to day ride IMHO is better. Because both wheels turn at the same speed, manufacturers often install them with "smart" electronics that disable them at speeds above around 20mph.



I've had a bunch of lockers in my offroad trucks including Detroits and Auburn electric lockers. In my Ram, I change out the tires for winter to an M/T and that's good enough for me. If I were to install a locker, it would be in the rear (first) and an eLocker. Detroit softlockers are nice, especially not in snow on the freeway.



I spent the weekend running trails (snow over sand) and used my Auburn eLockers (other truck, not Ram) all the time. Would have gotten stuck numerous times without lockers. You are absolutely correct, LSD isn't 4WD - it's a lot closer to 2WD than most people think.

 

[BDaugherty]

My vote is for neither one. I don't like a limited slip for anything other than street driving. I also don't care for a limited slip in the front. . ever. The Elocker (I'm pretty sure) is a limited slip when it's not engaged and a locker when it is. I would much rather have an ARB which is open or locked. I think it's much more useful and worth the extra coin. Another option (my favorite)would be the electric locker used in the the front axle of the Power Wagon.

 

[Tinman]

The "e locker" I referred to is an electric locker like the PW. I think it works similar to an ARB (open or locked) except it use electrons instead of air to active. I would never use a locker in any situation except deep mud, snow or sand where I am basically trying to keep from getting stuck or getting un-stuck.

 

[Andres]

Google is your friend..

ELocker Differentials



Most of the electronic lockers have nice behavor on the street. I prefer their behavior to the torque sensitive Detroits which have a tendency to fishtail when the torque is removed. With most elockers, you wouldn't notice that they are there - until you engage them. I have a detroit installed pumpkin sitting on a shelf as a spare because I prefer the elocker variant. My offroad truck runs 42" beadlocked IROKs and front/rear Auburn Ected elockers using the same CTD and, 48RE and 271 tcase. It loves deep snow and mud. Personally I'd shy away from the ARB, the extra air compressor and lines just aren't necessary these days, you get fine lockup with 12v solenoids.



At the end of the day though, if I had to navigate through snow or mud on a farm, nothing beats locker(s), ground clearance, power, and good tires.



If you can do the work yourself, install one in the rear, they aren't that expensive and can be done in an afternoon on most vehicles. I've installed around 7 or 8 over the years (in my vehicles, or my buddies trucks) and never removed one to reinstall the stock carrier.

 

[MechanicMike]

I installed a set of true tracs in the shop pick up at work, an 05 f350. We do alot of beach recovery at work. We were getting tired of getting stuck with the factory LSD the ford had. It was junk in the sand. The True-tracs are definately more aggressive than the units in our trucks, meaning ya can feel it working in the rear going around turns in the throttle, and when it engages. Nothing terrible but more noticable. We tested em in many different conditions, and the only real complaint was with one wheel on ice. Ya have to partially apply the brakes to get it to lock up. Off road in the sand they work great, just takes a little getting used to when turning with the front locked. Overall a great improvement over stock



I agree with others about an electric locker. We sometimes have to navigate some tight turns in 4wd and the terrain changes quick where an open carrier in the front is adequate. Would be nice to have something that you can disengage at the push of a button to make turning easier.



Hope this helps, Mike

 

[Tinman]

Is there any difference in the Eaton e-locker for our trucks and the GM 9. 25 IFS axle? Some vendors only have the GM listed.

 

[RWood]

How dificult is it to install the elocker?

 

[BigRedRam]

I’m into my first winter with the ARBs on both ends. It’s obvious to everyone that a locker will provide better traction. The flexibility of being able to turn the lockers off or on with the flick of a switch eliminates the problems with turning. After having Detroit’s on another vehicle and the factory limited slip on this vehicle, I’m totally sold on being able to turn the lockers off and on. Not sure how the electric lockers would work but I assume they would be about the same as the ARBs. Never had a problem with the air lines or any leaks and don’t expect too. Most of the hard core off road guys seem to be running the ARBs and I haven’t heard anything about them breaking. Have a few pictures in my truck pics.

 

[Tinman]

I think I've decided to go with the locker. Even thought I have an air supply. I think I'll do the elocker.

 

[photowrite]

Truetrac for the front diff

In an experiment I did back in the 70s, we took a Blazer with the GM Corp dif. in the rear and installed the True-Trac in the front. We put the rear and the right front on stands so the tire was off the ground and the only one on the ground was the right front. I got in the vehicle engaged it in 4x4 and proceeded to drive it off the stands. Sold me.

In another thread on this matter I have a group buy up and the prices are listed. Pretty good prices. Larry

Sounds like the Truetrac traction 'sold you', and I think I would like it too. My concern is about turning, particularly on-highway when using 4WD in the winter/snow.

FYI, I have ARB lockers front/rear on two Toyotas, but I'd like to keep the mods simpler on the Ram if possible. The OE gear limited-slip in the rear and possibly a Truetrac in the front is my current focus. Another option would be to leave the front 'open'. My rig is a 2014 2500.

James

 

[Ozymandias]

I got the TrueTrac in Front Diff and I'm happy how it works. In my opinion it's the best choice for a Truck that isn't used for heavy offroad.

Had 100% Locker in my Jeeps and don't liked them to much, engaged your car just goes straight ahead, no cornering, and open - well, no Traction.

With the TrueTrac you can cornering and still have traction.

 

[photowrite]

Stability control

A related question is: How does the electronic stability control work with a Truetrac in the front diff, when in 4WD high on-highway. I would assume and hope that it would counteract some of the understeer that might occur on wet/slippery roadways, making the truck more controllable and easier to turn.

Side slip could still be a problem.

This thread is in the 3ed Gen. Section, but I have a 2014 4th gen.

 

[Ozymandias]

It should not interfere with the ESP, because Audi, Subaru and Alfa Romeo uses this type of Differential in their Sports Cars.
It's a very sophisticated piece of technique.

With a normal locking differential and even with a limited Slip they al bound the wheels together so that they have to have the same wheel speed. But not the Torsen, it is torque sensing and sends the power to,the wheel with MORE traction, even with different wheel speed in corners.
So you can turn into a narrow corner and still have good traction on the outside wheel without binding.

 

[photowrite]

It should not interfere with the ESP, because Audi, Subaru and Alfa Romeo uses this type of Differential in their Sports Cars.
It's a very sophisticated piece of technique.

With a normal locking differential and even with a limited Slip they al bound the wheels together so that they have to have the same wheel speed. But not the Torsen, it is torque sensing and sends the power to,the wheel with MORE traction, even with different wheel speed in corners.
So you can turn into a narrow corner and still have good traction on the outside wheel without binding.

Yep, I understand that, but the difference in the car applications you mentioned is that there is generally (always?) some type of center differential that allows for something other than a direct, 50/50 torque split between the front and rear axles. I have another 4WD that is full-time all-wheel-drive with a center Torsten differential, unless the transfer-case is locked to deliver a 50/50 split.

With a traditional truck 50/50 torque split I'd assume that tight, slower turning could be an issue, and understeer could be a concern... Again, my query is all about running a Truetrac in the front differential of a 4WD truck. I have much expirence and no concerns about a limited-slip in the rear of any truck, or selectable, full-lockers in the front or rear.

One of my points/questions what that the stability control on a newer truck might actually help with overall handling with a front Torsten differential in 4x4 lock (50/50).

 

[photowrite]

I got the TrueTrac in Front Diff and I'm happy how it works. In my opinion it's the best choice for a Truck that isn't used for heavy offroad...

You don't have a problem with the truck plowing through turns, understeer, when the steering wheels is turned tightly while four-wheel-drive is engaged?

Thanks

 

[Ozymandias]

The TrueTrac doesn't interfere with the steering in any way, I got it in the Grand Cherokee as in my Dodge, you never notice it while you drive.

Last Winter I did a 10000Km Roadtrip trough northern Scandinavia only on snow and plain ice, truck works perfectly in any situation the road offered. So yes I can say from my own experience that a TrueTrac in Front axle is something of the best you can do.
Northern Scandinavia is about the same hight as northern Alaska, only difference, we have people living there al year.
Forgot to mention, last winter I had only AT Tires on it, this winter I upgraded to real winter tires as you can see in my signature.