Page 3 of 9 FirstFirst 12345 ... LastLast

Thread: Limited Slip Faceoff: Detroit TrueTrac vs. ARB Air Locker

  1. #21
    Join Date
    Jan 2012
    Location
    San Franicsco, CA
    Posts
    74
    @Buliwyf, so just to get terminology straight:

    You're saying you run a Detroit locker in the rear. How would that be different from an ARB locker in the rear? Same thing (basically) isn't it? They both fully lock the axle? Is there a meaningful difference between Detroit lockers & ARB lockers from a functionality perspective?

    And when you write "A Superduty with a Detroit rear and a Truetrac front" I assume you mean a Detroit locker in the rear, and a Detroit TrueTrac in the front, right?


    DROdio -- someday world traveler & technology entrepreneur in SF
    My truck: "Panda," a 2008 Dodge Ram 3500 Dually Cummins. XP Camper V1 on order!

  2. #22
    Join Date
    Jun 2011
    Location
    Ohio
    Posts
    807
    Yeah Detroit locker rear. Detroit Truetrac front. A Superduty like that would be nearly unstoppable for anywhere a superduty has any practical right going.

    The ARB is open, or locked solid. Controleed by a switch on the dash.

    The Detroit is allways locked while driving straight. But when you enter a turn the faster spinning outside wheel can automaticly ratchet free. When you apply alot of throttle that ratcheting may not occur, friction holds the dif locked, and stomping on the gas while turning will spin the inside tire, lock the diff, then spin both tires and send you spinning out of control. Some prudence and self control is required in snow and ice.

    Nascar runs Detroit lockers. So do a few of us with Mustangs. Allthough I still prefer a extremely tightly shimmed stock LSD diff in my '04 Mach1.

    So sometimes the Detroit is much easier to turn off road than a locked or unlocked ARB. And the Detroit can be handly to reduce wheelspin hauling loads in 2wd up gravel roads or sandy dry pavement where you wouldn't normally engage the ARB or 4wd.

    Basicly the detroit is very much like two Craftsman ratchets taped side by side together by the handles. The sockets are your tires, the handles are you power input form the driveshaft. If one of the sockets starts spinning faster than you turn the handles, then that side starts to ratchet free. Eaton has a nice Youtube vid on how the Detroit works.

    Every once in a while it'll also windup and unlock bang in a parking lot. Sounds like your axle expoded. Usually it just clicks though.
    '08 Ford F250 XL
    Half of a '94 Jeep YJ
    '02 Honda CRF450r, '04 Ford Mach1

  3. #23
    Join Date
    Jan 2012
    Location
    San Franicsco, CA
    Posts
    74
    OK I think I understand -- so the Detroit locker has no air compressor involved. It's a passive system that's based on relative wheel spin ratios and amount of throttle applied?

    Man, the idea of it unlocking in a parking lot freaks me out.

    At first blush, I'm inclined to stick w/ the options of either ARB fully locked or TrueTrac helical gear, but I'll look into the Detroit locker, and I appreciate the additional option to explore.


    DROdio -- someday world traveler & technology entrepreneur in SF
    My truck: "Panda," a 2008 Dodge Ram 3500 Dually Cummins. XP Camper V1 on order!

  4. #24
    Join Date
    Jun 2011
    Location
    Ohio
    Posts
    807
    ARB rear, and Trutrac front is also a very, very good setup. This would be the setup I'd get if I didn't have such specific needs to haul trailers offroad and back them up into tight offroad spots.

    Yeah the Detroit Locker has no airlines or electronics. It's locked 24/7 and unlocks one wheel for turns if you are gentle on the gas. It requires gentle throttle in snow/rain and makes some noise. It's a hairy chested diff with some attitude. Not for everyone.

    It's just another diff you should add to you homework list. You got some reading to do.

    Avoid:
    -The cheap auto lockers. Aussie, and Lockright don't unlock easy enough in fullsize trucks and are messy to drive.
    -Crappy E lockers. Pretty sure nobody makes a decent E locker for either of your axles. Especially your front Dana 60. That E Locker was a complete flop.
    -combining snow, ice, Detroit locker, mud tires. Use AT's in the winter.

    I'd really like to try an Ox Locker up front. But that's serious $$$$.
    '08 Ford F250 XL
    Half of a '94 Jeep YJ
    '02 Honda CRF450r, '04 Ford Mach1

  5. #25
    Join Date
    Dec 2010
    Location
    Western Hemisphere
    Posts
    223
    Unless you're rock crawling, I can't see the need for locking differentials. The ARBs are nice, but they are more than double the cost of a good locker or limited slip differential. Everyone that I know of that has ARB air lockers installed has had leaks in them, later if not sooner.

    For what it's worth, we have Auburn limited slip differentials in the front and rear of our Land Cruiser, and our full size truck was ordered with a factory limited slip differential in the rear. So on the truck, we really have a 3-wheel drive considering the stock 4WD IFS setup in the front. Are you hooked on your brand because there are a lot of options out there? We considered locking differentials, but we occasionally have ice and snow, and I don't like the way most lockers behave in turns and when on slippery surfaces. We couldn't be more happier with the LSDs.

    If you do happen to get stuck, then use your winch. Actually, we bought winches for the vehicles before anything else which still makes a lot of sense.
    The nine most terrifying words in the English language are, Im from the government and Im here to help. Ronald Reagan

    "He who dares not offend cannot be honest." Thomas Paine

  6. #26
    Join Date
    Jun 2011
    Location
    Ohio
    Posts
    807
    LSD's might be ok for a Landcruiser, but they aren't going to do jack in the rear of a fullsize Ford. Even shimmed to the max if a wheel is airborne you're done. And my big truck spends too much time in 2wd turning. Without a rear Detroit locker I'm in bad shape at each of my favorite offroad hiding (parking) spots where I unload my dirtbike.

    Situations where I have enough grip to wind my drivetrain up while turning offroad are still slick enough to spin my rear tires. Spinning a rear tire while climbing gravel, or sharp rocks lock in ice, is a quick way to tear my tires open 10 miles offroad.

    Lockers aren't just for rock crawling. Were they even invented for offroading toys anyway? Heavy Dump trucks and Semis have Detroit Lockers for a reason, and it ain't for play time.

    And the OP deosn't have many quality choices for that truck.

    Rear Sterling/Visteon 10.25/10.5" axle only has these choices:
    -Detroit Locker
    -ARB Locker
    -Detroit Truetrac (lame in the rear of a Superduty)
    -Yukon Locker
    -Factory LSD shimmed prybar tight (as lame as the Truetrac)
    -open

    Everything else for that axle is crap.

    Front Dana 60:
    -Open (my recommendation, especially if you have snow and a Detroit locker in the rear)
    -Detroit Truetrac (also good up front)
    -Ox Locker (oh heck yeah!)
    -ARB Locker

    Front Dana 50:
    -Open
    -ARB
    Last edited by Buliwyf; 11-29-2012 at 01:50 AM.
    '08 Ford F250 XL
    Half of a '94 Jeep YJ
    '02 Honda CRF450r, '04 Ford Mach1

  7. #27
    Join Date
    Dec 2011
    Location
    So. California
    Posts
    650
    Quote Originally Posted by General Automag View Post
    Everyone that I know of that has ARB air lockers installed has had leaks in them, later if not sooner.
    4 ARBs in two vehicles going back to 1997. Leaks are something I've never once had an issue with (seems like that should be enough time if a problem was to develop). A friend has had his since 2003, again no leak problems.
    Seems whoever is installing them for your friends or whoever is not being careful with things like the seal housings or attaching the bulkhead fittings to be having a 100% failure rate like you mention.
    1990 Ford Bronco II, dual t-case, locked up on 35s

  8. #28
    Join Date
    Dec 2008
    Location
    DFW
    Posts
    3,285
    I have had a truck that was locked on both ends, and one that is locked in the rear with a detroit tru trac in the front. I have been much happier with the later. Here is why. Front locked can be kinda scary... you are usually going up something gnarly if you need to lock it, you usually have to make turns, and sometimes you need to re-adjust your line in reverse. Turns and in reverse are not nice on your equipment with the front fully locked, and with a truck as long as an F250, you will need to make turns, no question about it. Good news is that your wheelbase will aid you in climbs. The tru trac is not a full locker, but it will give you a boost in traction, and you can get good at "helping" it to act more like a full locker with some practice.

    I doubt that you will find yourself in many situations where turning is less important than optimal traction. There is no problem putting a tru trac in a front diff, people do it every day. selectable locker in the rear, and your mods are still completely transparent in 2wd.
    Get out and make nowhere your special somewhere!


  9. #29
    Join Date
    Oct 2010
    Location
    Canada
    Posts
    356
    Another video for your collection
    -Trev
    1988 Unimog U1700AG

  10. #30
    Join Date
    Jun 2011
    Location
    wally world
    Posts
    68
    i have run full detroits, ox lockers, arb's, and now a trutrac front selectable rear. my last rig had arb's front and rear and i really got sick of chasing air leaks and dealing with compressor problems, i do alot of snow wheeling and the arb's always seemed to be more problematic in cold temps, and when your in deep snow and both of you lockers go out it sucks. my rig i have now has had the lockers and gears in it for a couple months now and i just got back from a trip to montana on some reallt slick roads, overall i am very impressed with the tru-trac front, it is seamless and you dont even know its there until you need it. in the rear im running the aam factory powerwagon locker that is a gear driven limited slip/full locker, electronically actuated. the limited slips are fine on the icy roads.

Page 3 of 9 FirstFirst 12345 ... LastLast

Tags for this Thread

Posting Permissions

  • You may not post new threads
  • You may not post replies
  • You may not post attachments
  • You may not edit your posts
  •