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Old 01-07-2015, 01:28 PM   #31
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Re: limited slip front diff use in snow and ice/ throttle co

For snow and ice, I would recommend only locking the diff to launch from the stop. Once you get going, open diffs are safer, as far as keeping the rig pointed the way you want.

Factory diff lockers all unlock automatically at speed (25 for Fords I think).

I actually like the concept of selectable lockers, but I know enough guys who've had headaches with air leaks that I don't think I want that potential headache too.
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Old 01-07-2015, 02:59 PM   #32
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Re: limited slip front diff use in snow and ice/ throttle co

Quote:
Originally Posted by carringb
For snow and ice, I would recommend only locking the diff to launch from the stop. Once you get going, open diffs are safer, as far as keeping the rig pointed the way you want.

Factory diff lockers all unlock automatically at speed (25 for Fords I think).

I actually like the concept of selectable lockers, but I know enough guys who've had headaches with air leaks that I don't think I want that potential headache too.
Good info. I didn't know that about OEM limited slip. I might look harder at an E-locker. Another question. I was able to find a D70 as well. I'm waiting on BOM#s but would you take the D70 over the D60 for the bigger size and ring gear? 9.75 versus 10.5 ring gear. I believe the D70 is a little stronger and almost 2" wider than the front dynatrac 60 prorock but I presume there are more options for internals and locker options.

The wider track width of the D70 appears to be a non-issue for those that have done the FF swap. I think I might still need spacers with the D60 but the spacer issue isn't a factor on a FF either. At least not to the same degree as a semi-float and the wheel being further out from the bearings.
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Old 01-07-2015, 04:06 PM   #33
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Re: limited slip front diff use in snow and ice/ throttle co

Joe H: Just a head's up in my research regarding E-Locker (if I can find the link I will post it here and you can update it with your own research) but someone said that it was harder to get the E-Locker to engage and disengage and required the vehicle to be moving. IIRC, that was from a guy who had both ARB and E-Locker and experienced a situation where his wheels were actually stuck and he couldn't get the E-Locker to engage but he had no such problem getting the ARB to engage in such situations. In my research I wanted to avoid having anything air-actuated so I also looked hard at the E-Locker. BTW, I have been told that only the ARB will fit in our Dana 60 semi-floating rear axles, while E-locker and other options open up with a full floating rear axle. FWIW.

Joe H: If you haven't read it already, this thread might be worthwhile:

http://www.ford-trucks.com/forums/12...erentials.html

and I am sure that you have already read this one:

http://sportsmobileforum.com/viewtop...locker#p114488

And here it is:

ELocker vs ARB: (link fixed)

"I have a elocker in my rear axle, and an ARB in the front. My ARB locks faster than the elocker - and the ARB even locks/unlocks while standing still, while I feel lucky for the elocker to do that. The rear e-locker doesn't lock until the axles are moving, and even worse, moving at different speeds (ie, turns). It also will not unlock unless both axles are moving at the same speed, or totally lined up at a dead stop. My ARB appears to not have these problems." From tdavis, post #2, below:

http://www.pirate4x4.com/forum/toyot...er-vs-arb.html

Hope it helps.
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Old 01-07-2015, 04:29 PM   #34
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Re: limited slip front diff use in snow and ice/ throttle co

Quote:
Originally Posted by JoeH
I was able to find a D70 as well. I'm waiting on BOM#s but would you take the D70 over the D60 for the bigger size and ring gear? 9.75 versus 10.5 ring gear. I believe the D70 is a little stronger and almost 2" wider than the front dynatrac 60 prorock but I presume there are more options for internals and locker options.
A Dana 70 may be standard width, or it may be the wide track, depending on what it came out of. Only rear-tank cutaways got the wide track version. The others will be the same width as the OEM rear 60. The 70 is stronger yet barely carries a weight penalty, so it's a great option when you can find one.
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Old 01-07-2015, 05:23 PM   #35
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Re: limited slip front diff use in snow and ice/ throttle co

Awesome, thanks guys. Good feedback on the E-locker. The Pirate link doesn't work however. Always some colorful reading on that site.

So, it's not a deal breaker either way regarding the ring gear size. Still waiting on the BOM#s. but as I understand it the width should be the Dana 60 prorock has a 70-3/4” wheel-mounting-surface (WMS) to WMS length. From reading the forums, it sounds like a D70 out of a SRW cutaway is 72-3/4”. I'm not sure what it would be on the D60 FF but will find out.
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Old 01-07-2015, 05:28 PM   #36
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Re: limited slip front diff use in snow and ice/ throttle co

link fixed
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Old 01-08-2015, 03:01 PM   #37
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Re: limited slip front diff use in snow and ice/ throttle co

I'm still working on an axle but found this informative thread on portal that makes for some good reading. http://www.expeditionportal.com/forum/t ... Air-Locker
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Old 01-08-2015, 03:26 PM   #38
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Re: limited slip front diff use in snow and ice/ throttle co

JoeH: Great thread! Very helpful in making your choice based upon what you plan to use the vehicle for.
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Old 01-21-2015, 10:54 AM   #39
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Re: limited slip front diff use in snow and ice/ throttle co

Recent post on FTE:

By: whitetmw

"99% of all 4x4's have an Open Differential. This is mainly for vehicle stabilization on slippery surfaces. An open diff leaves one wheel non-powered and help maintains the position of the vehicle.

LSD's will tend to slide sideways on slippery slopes.

You can't beat a LSD on dry traction surfaces.

LSD's are also costly, require more frequent maintenance, and a break-in period. Most will become inoperable before the life of the vehicle expires if not maintained. Similar to a Transmission. Clutch plates, spring, etc.

Designs like True Track work entirely differently using round-rectangular hypoid gears free to move laterally based on speed of the axle (loss of traction) dividing power (torque) accordingly.
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http://www.ford-trucks.com/forums/13...-question.html
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