Kalashnikov
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I think I would put the locker in the middle axle first since you can still chain up front. I say the middle because it is pulling some vs the rear pushing.
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Anyone running a front locker?
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Mercunimog404
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I'm not sure you understand how a Detroit locker works. It stays locked until you turn. Then it unlocks.
FireFighterHill
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It stays LOCKED as long as power is applied. It does not know or care if it is in a steering or none steering axle.
http://www.eaton.com/Eaton/Products...utomotiveAftermarket/Differentials/PCT_221432
http://www.eaton.com/Eaton/Products...utomotiveAftermarket/Differentials/PCT_221432
Maxgussam
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I thought that it was locked while under power.
That is why a locker equipped vehicle resists the steering while cornering while on the throttle. If you corner while coasting, this doesn't happen.
Not a good idea to pull a trailer on a slippery, curvy road with a locker equipped truck.
That is why a locker equipped vehicle resists the steering while cornering while on the throttle. If you corner while coasting, this doesn't happen.
Not a good idea to pull a trailer on a slippery, curvy road with a locker equipped truck.
Maxgussam
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I was also wondering if the "spool" unit sold on the website I posted would be suitable for use and strong enough for my truck, which spends 90% of its time off road. With 2 of these in the drives, and a locker in front, the trucks off road performance would be awesome!
Mercunimog404
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Very good
Mercunimog404
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http://www.eaton.com/Eaton/Products...t/Differentials/FAQforDifferentials/index.htm
Look at the fourth one down.
Look at the fourth one down.
FireFighterHill
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you have to understand how it works, even Detroit themselves say if you have problems with under steer to let off the throttle. If you apply throttle while turning it binds up the locker. The locker will still slip in a turn but it is fighting to try to turn the same speed as the other tire. The Detroit Locker is an automatic locking differential designed to lock both wheels of the axle together automatically with power input, when forward or reverse torque is applied, so that both wheels are providing 100% power to the ground. This action creates essentially a "spool" that solidly connects the axle shafts together. When torque is not being applied, the Detroit Locker is allowed to unlock, permitting a differentiation variance in wheel speed while negotiating turns.
http://www.offroaders.com/tech/Detroit-Locker-automatic-lockers.htm
http://www.offroaders.com/tech/Detroit-Locker-automatic-lockers.htm
Farmallmilitary
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I have just been wondering if instead of using tire chains on the rear of the truck if you could use some sort of track that ran between the tandems? I have seen this done on say the 6x6 polaris's so I think it could work just on a larger scale. This would give you a large area of contact on the rear which makes for more traction. I was thinking i could get 2 tire chains and just string them together to make the stretch. I would almost be like a half track! I think this may be a better option instead of a fron locker.
162tcat
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Lots of great info. I think I'm going to call the eaton tech support line on monday and see what they have to say about this application.
quickfarms
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I have Detroit lockers in both rear axles of the 15 ton and the rear axle of one jeep so I am aware of how the work and operate.
Bolkbich
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The biggest problem with a locker in the front is when both tires are spinning you slide sideways, with locking hubs you can unlock one side and get thru an off camber situation. I've had lockers in the front of jeeps,Light trucks and heavy trucks for 25 years and in a straight flat situation they rock but on the slightest incline with all tires spinning you dont know where your gonna end up. In a situation where your rears are in the mud your fronts are out of the mud and your trying to turn the strain on the front is tremendous because they arent just pulling the truck they are fighting each other... the light trucks arent so bad but the 5 ton had me cringing .... and amazed it didnt break. My choice would be chains on all 6 (put 14.00"s on it)open front and lockers in both rears.
91W350
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On my 715, when climbing steep slopes, if the front tires slipped, it wanted to swap ends as the nose was heavier. Frequently it would bounce a couple of times and leave you with the front end off of your intended path. In slick mud, it was easy to find the ditch as the roads are all crowned or slope one way, so it would slide into the ditch. Once in the ditch, it did a fair job of moving, just not where I wanted it to. It did not bother at all in two wheel drive, I do not remember any banging, torque steer, etc. What you could hear though was clicking like it was ratcheting.
I thought the Detroit would allow one wheel to coast faster than the other, but not allow one wheel to be driven faster than the other. Any amount of power during a turn would lock it and you could feel it pulling back towards straight. You will have a slipping tire or two or three with Detroits in both ends and the truck pulling hard. It is a tire chirping, wheel hopping mess on a solid surface, under power with the transfer case locked.
That being said, I felt the benefits out weighed the negatives and if I were to build another M715, I would put lockers in both ends. You just learn to drive around the Detroits a little.
I thought the Detroit would allow one wheel to coast faster than the other, but not allow one wheel to be driven faster than the other. Any amount of power during a turn would lock it and you could feel it pulling back towards straight. You will have a slipping tire or two or three with Detroits in both ends and the truck pulling hard. It is a tire chirping, wheel hopping mess on a solid surface, under power with the transfer case locked.
That being said, I felt the benefits out weighed the negatives and if I were to build another M715, I would put lockers in both ends. You just learn to drive around the Detroits a little.
Mercunimog404
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Apparently not
. They do not unlock on an unpowered axle. The only time they unlock is in a turn.
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I plan on running a front locker in my M813. Were you ever able to get one installed? Any thoughts?
162tcat
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Don’t do it unless it’s strictly a mud truck. It was almost unstoppable but had a mind of its own. The steering wheel was a suggestion and the truck may or may not go that way depending on the type of terrain. Air locker would be ideal to use when needed to get unstuck then unlock.
From my experience, a locker in 1 rear axle provides the best overall improvement. Both rears will cause it to walk to the ditch in snow or other slick conditions. 1 locker and 1 open rear gives good traction and tracking.
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From my experience, a locker in 1 rear axle provides the best overall improvement. Both rears will cause it to walk to the ditch in snow or other slick conditions. 1 locker and 1 open rear gives good traction and tracking.
Sent from my iPhone using Tapatalk
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- 307
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Thank you for the reply.
Were you able to do this with a 800 series? With the M813s self disengauging transfercase I would think it would on the road be the same as driving a Jeep with the hubs left locked but the transfer-case unlocked. I have friends who have rigs like this and have felt it was fine. I will take your recommendation seriously as sliding heavy face down a slippery side slope is not my idea of fun.
deathrowdave
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My Power Wagon has LSD in both front and rear Dana 60 axles . They are Dana Power Lock , these are not the same as a Detroit Locker , but this thing will absolutely drive anywhere on this planet with ease . Add the locker and never look back .
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Installed two rear lockers a couple of weeks back:
Honestly could not tell any difference in the driving on dry pavement.
Installing the Front Locker this week. With the 809 the transfer case is "free wheeling" due to the sprag not engaging unless the rear axles slip. I will find out shortly if there is any issue. I do have access to make some de-splined front axle hubs if needed and I could do the "no air" mod to leave the front axle sprag in neutral if needed as well.
Due to this slight but significant difference in the M809 series compared to other rigs my results may differ.
Honestly could not tell any difference in the driving on dry pavement.
Installing the Front Locker this week. With the 809 the transfer case is "free wheeling" due to the sprag not engaging unless the rear axles slip. I will find out shortly if there is any issue. I do have access to make some de-splined front axle hubs if needed and I could do the "no air" mod to leave the front axle sprag in neutral if needed as well.
Due to this slight but significant difference in the M809 series compared to other rigs my results may differ.
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