Engine/Transmission (1998.5 - 2002) Lockers.... What would you run????

[JohnBoy5]

yea, i have the dana 70 32 spline

 

[KrisKringle]

It looks like JEGS has TrueTrac's - but I don't know what rear axle you have... .



http://www.jegs.com/i/Detroit-Locker/357/915A567/10002/-1?parentProductId=1032953

Yep, that is where I got my picture from, and also is the same link. I am pretty sure I have the D 80, and am really leaning towards the TT... I had a detroit locker in a cuda a few years ago, as well as put one in a 454 Chevelle... In those days it was cool to hear the thing ratcheting around corner... most of the time we were smoking the tires, so it did not matter :-laf Nowadays, I am a bit more reserved. Besides, maybe the wife needs to drive the truck to haul the horse somewhere... she might not be amused.

 

[KrisKringle]

Super Easy??? think not.

"... The install on the power trax is super easy, jsut pull the side and spider gears and replace with the locker, no shims... . "

Pulling the third member out (my spreader and all of the 'special tools' are still in PA), does not fall in the category of 'Super-easy. ' I worked on a bunch of Dana 60's in the day, and pulling the 3rd member was a real PITA... I could spend between 4-8 hours setting up a new set of gears... that was before Randy's ring and pinion was around... yep, I am an old-timer. Funny thing, I asked a friend who runs a garage, who does differential work? He had no idea... seems that over here rebuilding stuff is becoming a lost art.

 

[WalterRyan]

I am not sure if I would go with the True Trac. I have one in the front of a 1967 powerwagon. It has been there for many years and has given good service but I do remember back when bought it that the manufacturer had a limit on tire diameter and torque they would handle. This is understandable if you know how they work. Instead of normal spider gears the use worm gears between the axles. The locking action comes from the worms trying to separate and move away from the center of the axle. This causes the worms to bind in pockets cut in the walls of the differential case. Obviously this would be a high wear area and the only way to repair one would be to replace the case and the worms. I do not believe It would be happy in a heavy truck behind a Cummins.

Having said that they do work great. It will always send power to the spinning wheel but will never send more than 70% to one side. If you jack one wheel up and put the axle on blocks you can still spin the tire on the ground, just at 30% of the speed. I have not driven my Powerwagon in several years but last time I did the TT in the front was making some strange noises but seemed to be doing its job. I think it is on its last leg.

This truck had a Detroit locker in the rear and I loved that thing. It is a little harsh on the street and the worst thing is you only have one wheel driving in a corner and it is the inside one so it is easy to break loose the inside wheel, then it locks solid and will not release unless you get completely off the throttle. By the way this is a 5900 pound truck with a 350 horsepower early Hemi so it did get a workout.

 

[KrisKringle]

... . By the way this is a 5900 pound truck with a 350 horsepower early Hemi so it did get a workout.

A bit off topic, but 'early hemi'? 392 or 426?

On topic; my truck is not, and will not be bombed. I am just looking for a solution for the 'peg-leg. ' The situation is one where the truck will be used to haul a horse trailer to events where it has to drive over fields, and then also Winter roads. The last time it was on a field, there was no way it was driving 'up' the field... maybe if I put the horse in the bed, it would have had the traction. In winter, I put 5 bags of screenings in the bed next to the tailgate. (200 kilos)

Most of the time it is empty, but then the reason I have the truck is to haul loads like this:

 

[WalterRyan]

It is a 354 from a 1956 New Yorker. Bought it from a guy in Watts (yes THAT Watts) disassembled down to the short block with number 7 stuck in the hole. At the time parts where hard to find but I drove by Arias pistons on the way to work and had Iskenderian cams was about 3 miles from the house. After a lot of scrounging I was able to get it done. I spent about $3,000 on it but it will bark 44 inch tires just with the throttle. Had a lot of fun with that truck but I did snap 5 Dana 60 full floaters along with a ring and pinion in each end, 3 rear diffs, 1 front diff and 2 front axles (both at the same time).

I liked the locker and I would use one again. Just be aware of the fact that it is not a differential. It will either drive both wheels at the same speed or 1 wheel and the other will free wheel. I think that had something to do with the broken rear axle shafts I mentioned above. I mistyped in my last post. The inside tire is the drive one, the road forces the outside one to spin faster and that causes it to unlock. The weight transfer in a corner makes the inside light so it is easy to lose traction and that is when it locks back up. Of course that would not be a big concern with the load in your picture.

If I was in your situation I would probably try the Detroit locker and just take it easy while turning.

 

[S.Morris]

I suggest you use a ARB air locker if they are available for your diff. It works as an open diff on road and a fully locked diff when activated. It is the best of both worlds, considering the type of roads you have , especially in winter. Mostly you need the locker at very slow speeds and it isn't needed going down the road.

Install requires complete change out of carrier(you will have to move your ring gear to ARB unit and install new carrier bearings) This requires someone with experience at setting backlash, but pinion does not need to be touched if bearings are good.

 

[KrisKringle]

I suggest you use a ARB air locker if they are available for your diff. It works as an open diff on road and a fully locked diff when activated. It is the best of both worlds, considering the type of roads you have , especially in winter. Mostly you need the locker at very slow speeds and it isn't needed going down the road.
Install requires complete change out of carrier(you will have to move your ring gear to ARB unit and install new carrier bearings) This requires someone with experience at setting backlash, but pinion does not need to be touched if bearings are good.

I can do the work myself, that is not the question. I would probably go with a Tru-track if that was the case. I have decided against any form of locker...
I am going to try to find another Dana 80, with the factory LSD... There are a few places over here that deal only with Dodge Rams (Junk yards), one in Holland, and the other in Münsterland... However, from what I understand, the D80 was only installed behind the CTD with a five-speed. That kind of narrows down the possible doners...

 

[JMcCoy]

They are very hard to find. Especially when you are looking for particular options. I took me years to locate the rear I was looking for. Dana 80, srw, disk brake, 4. 10s. It was like looking for a purple unicorn with two tails. It will soon be in. The stock powerloc limited slip is an excellent diff. I believe rebuild kits are readily available again. Unless you are doing serious off roading, the stock unit is very good. One of the best. You cannot deny the superior traction of a true locker, but it comes at a cost of drivability. I have never towed with a detroit, so I cannot comment. The ARB seems to be an awesome choice for thoughs who want to do it all. Open when driving around town, locked at a touch of a button. But WOW $$$$$. I believe the OX and electric lockers are only available for the Dana 60. I could be wrong though. Please keep us posted.

 

[KrisKringle]

They are very hard to find. Especially when you are looking for particular options. I took me years to locate the rear I was looking for. Dana 80, srw, disk brake, 4. 10s. It was like looking for a purple unicorn with two tails. It will soon be in. The stock powerloc limited slip is an excellent diff. I believe rebuild kits are readily available again. Unless you are doing serious off roading, the stock unit is very good. One of the best. You cannot deny the superior traction of a true locker, but it comes at a cost of drivability. I have never towed with a detroit, so I cannot comment. The ARB seems to be an awesome choice for thoughs who want to do it all. Open when driving around town, locked at a touch of a button. But WOW $$$$$. I believe the OX and electric lockers are only available for the Dana 60. I could be wrong though. Please keep us posted.

Purple Unicorn? Jeepers, mine only has one tail... the other tail with the Posi is missing... I guess I will look for a factory Posi 3rd member; perhaps Gary's has something, I also think I need to go to 3. 54's. I hardly ever use first gear although it sure is hilly here, but a lot of the time I have to travel on the Autobahn... driving at 2. 000 RPM is around 65 mph... but the big rig here all 'have' governors, and are limited to 55-60 mph...

Thanks Jonathan.