Lockers fall into two categories: manual and automatic. Automatic lockers activate without driver input, transferring all of the available torque to both wheels as soon as side-to-side wheelspeed differences cause heavy springs to activate the locker's clutch and engage the spider assembly. The spider assembly's teeth mesh with those on the clutch members to make both axle shafts operate as if one solid shaft. This engaging and disengaging can produce clunking sounds, and one side-effect is possible understeer because only the inside wheel is driving during cornering. Increased tire wear is another concern. However, automatic lockers are virtually maintenance-free, enjoy proven durability, and can usually be installed by any competent ring-and-pinion mechanic.
Manual lockers -- such as the ARB Air Locker and PowerTrax Command Locker -- require the driver to engage the locker by pushing a button. This allows open-diff steering and handling in high-traction situations but effectively locks the axleshafts together at the push of a button in low-traction terrain. For this reason, the respective manufacturers make both front-and rear-end applications. Also, manual lockers are more expensive than automatic lockers because of the actuation parts involved, and installation is more intricate, requiring mechanical, electrical, and even pneumatic rigging.
The ARB Air Locker is a manually operated unit famous for its all-or-nothing design. During normal operation, the differential is open to allow infinite wheelspin variations from side to s the driver pushes a button, a solenoid valve on the kit's air compressor releases air pressure through a nylon line and into the pumpkin through a bulkhead fitting. The air then travels through a copper tube and into a special seal housing, and an air-activated annular piston locks the diff. Depressing the button releases air pressure through the solenoid and unlocks the unit. The compromise is cost and installation complexity because of all of the parts: air compressor, solenoid, wiring harness, air line, diff-housing drilling and tapping, and diff unit itself. However, the compressor can also be used to inflate tires. Applications are available for most foreign and domestic front and rear axles; a Ford 9-inch unit could be available by now. For more information, contact ARB USA, Dept. OR, 1425 Elliott Ave. W., Seattle, WA 98119; (206) 284-5906, (206) 284-6171 fax.
Auburn Sure-grip cone-type limited-slips are designed for severe duty. Features include 30 percent larger spider gears than OEM open carriers, more torque to the high-traction wheel, and less deflection under load because the stress is on the flange and one-piece housing instead of on the bolts. Two versions are available -- the HD and the Pro Services -- and applications cover most GM, Ford, Chrysler, and Toyota Land Cruiser) axles. For more information, contact Auburn Gear, Dept. OR, 400 E. Auburn Dr., Auburn, IN 46706; (219) 925-3200, (219) 925-4725 fax.
Calmini Products offers a factory-type limited-slip for all Suzuki and Isuzu SUVs. These units are designed to give positive traction 100 percent of the time both on- and offroad. Also, precise torque loading strives to eliminate torque steer and the possibility of damage to driveline components while giving smooth, quiet operation. For more information, contact Calmini Products, Dept. OR, 6600-B McDivitt Dr., Bakersfield, CA 93313; (805) 398-9500, (805) 398-9555 fax; e-mail: [email protected]
Custom axle specialists Currie Enterprises is a full-service diff source, particularly for hard-to-find Ford differentials. Available Ford units are the open carrier, Gold Trac, Diamond Trac, factory Ford Traction-Lok, Vari-Lok, Detroit Locker, Auburn Sure-Grip, and ARB Air Locker. For information on these and even more differentials, contact Currie Enterprises, Dept. OR, 1480-B Tustin Ave., Anaheim, CA 92807; (714) 528-6957, (714) 528-2338 fax.
Dana manufactures the famous Power-Lok and Trac-Lok clutch-type limited-slips, which have been factory options in both front and rear Dana axles since the 1950s. The Power-Lok is the more durable, thanks to its two-piece case and four-pinion mate gears (compared to the Trac-Lok's one-piece case and two-pinion setup). However, the Dana 70 application is the only model that's currently in production, and replacement parts such as the cross shafts and spider gears for other models -- particularly for the Dana 44 and Dana 60 -- can be hard to find. Fortunately, Precision Gear now has Power-Loks in stock for 19-or 30-spline Dana 44s and 30- or 35-spline Dana 60s. On the other hand, Trac-Loks are still plentiful. For more information about Dana 44 and 60 Power-Loks, contact Precision Gear, Dept. OR, 12351 Universal Dr., Taylor, MI 48180; (313) 946-0524, (313) 946-2981 fax. For Trac-Lok information, see your local Dana/Spicer distributor or call (800) 729-3262.
i paid @ 500 for my detroit locker, but i have a chrysler 9 1/4, so it is probably more than for a ford 8.8. if you have a 3/4 ton with the 10 1/4 ford axle it will prob be around the same. a complete ARB setup will put you back about a grand, but that is locker, compressor and the hoses... if i am not mistakin. the locker alone is like 550-600. high dollar, but it is the way to go up front.
if you by toowo arb lockers the second will be cheeper because you can use one compressor (i think.) i am sure they make somthing for this situation. you may need a special one, give them a call and find out.
I have a 92 Bronco as well.
It depends on how much you want to spend and what you are using your truck for. If your truck is on the street a lot the ARB is nicer. It does only require one air pump and it costs more. Other than that the only other pick out there is the detroit. Stay away from the lock-rite and those type of designs. They break, and when they do that take out your ring and pinon. I know from breaking them.
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