True Trac vs Detroit Locker opinions - Page 3 - Ford Bronco Forum
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post #41 of 55 (permalink) Old 04-02-2019, 06:17 PM
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Thanks guys.

Why is the differential most suggested around here the limited slip instead of a full manual locker?
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post #42 of 55 (permalink) Old 04-02-2019, 06:19 PM
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Oh, and if manual or limited lockers were installed, does that mean the "high" and "low" buttons on the dashboard of our truck is rendered useless?
Or the floorboard mounted lever, if so equipped?
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post #43 of 55 (permalink) Old 04-02-2019, 06:44 PM
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Quote:
Originally Posted by CZ Eddie View Post
Oh, and if manual or limited lockers were installed, does that mean the "high" and "low" buttons on the dashboard of our truck is rendered useless?
Or the floorboard mounted lever, if so equipped?
No, no traction aid has any impact on high and low range. They simply adjust which wheels get the full torque.

Open differentials transfer all the torque to the wheel with the least traction. This is great for almost every on road condition.

Limited slips are an open differential until it senses a drop in traction, then it transfers torque to the other wheel. These all differ by design and some are torque biased meaning they transfer torque 70/30 or 60/40.

A full locker transfers torque 50/50 to each wheel. When turning, automatic lockers like the Detroit will unlock, allowing differentiating wheel speeds. Spools and welded diffs, along with the manual selectable OX, ARB air, and Eaton E-locker are locked all the time when engaged, no matter what. The selectable lockers can be turned off, leaving an open differential.

The reason limited slips are so popular is they are very street friendly, yet provide excellent offroad traction. Tru-tracs are very popular because they are extremely durable. They are gear driven, as opposed to clutches or springs like many other limited slip / posi-trac units.
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post #44 of 55 (permalink) Old 04-02-2019, 07:09 PM
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Great info!!

And I just finished watching this video which was very, very good also.

Now I need to go research now about high/low and how it works as opposed to differentials.
I'll come back and post up questions if my research leaves me more confused.
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post #45 of 55 (permalink) Old 04-02-2019, 07:55 PM
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post #46 of 55 (permalink) Old 04-04-2019, 11:20 AM
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High and low (in a transfer case) is simply a gear reduction. Think of a transfer case as a secondary 2 speed transmission. High gear is a straight through 1:1 ratio, leaving your transmission ratios alone. Low shifts a gear over and compounds that 1:1 ratio into a 2:1 ratio (2:1 is an example only and not correct. All transfer cases vary in their low gear ratio). So your 4:1 first gear just became an 8:1 if you shift into low range.

Example, using my bronco with an np435, np208, and 4.56 gears.

High range: 6.68 (first gear ratio) x 1 (high range) x 4.56 (axle ratio) = a crawl ratio of 30.4

Low range: 6.68 x 2.61 (low range) x 4.56 = 79.5 crawl ratio. That means torque is multiplied 79.5 times through gear reduction to the wheels. What this does is lower your top speed, but increases acceleration and traction.

In first gear and low range, I can let out on the clutch, not touch the gas pedal, and get out and walk around the bronco as it creeps forward at 1mph.

My 94 with the automatic transmission was much weaker in the gear department. It had 4.88 gears, but not a deep first gear, so the best crawl ratio I could achieve was about 30:1, even in low range. That means that bronco would do about 3mph at idle in low range.

In an offroad or towing vehicle, gearing is everything. That's why you see guys running 4:1 atlas transfer cases behind automatics. It brings their crawl ratio way up. If I put that 4:1 in my bronco, I'd have a chart topping crawl ratio of 121:1. Now replace that 4:1 with an np208 doubler behind the np208 I would break the charts at 207:1
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post #47 of 55 (permalink) Old 04-05-2019, 11:31 AM
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Another thing to consider on a full locker like ARB is it essentially becomes a spool. Thatís really hard on axles and related components so other mods would be smart like forged axles and such.
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post #48 of 55 (permalink) Old 04-05-2019, 08:27 PM
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Great info, thanks guys!

Do ya'll think the TrueTrac will be able to handle 600-700 HP at the flywheel and 4.10 gearing with 33" tires and 2.5" to 4" lift?
Like, a 500HP engine + Nitrous for occasional strip fun.

Sounds like I need to research transfer-case upgrades (or rebuilds) too.
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post #49 of 55 (permalink) Old 04-05-2019, 08:33 PM
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This comment in regards to high HP fun, is really messing with me.

Quote:
Originally Posted by Hillbilly Heaven View Post
Only truly safe way to do what you want is with an open diff in the front.
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post #50 of 55 (permalink) Old 04-06-2019, 09:34 AM
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Quote:
Originally Posted by CZ Eddie View Post
This comment in regards to high HP fun, is really messing with me.
In what regards? The only time a front diff is active is when the hubs are locked in. You could put a full spool up there and in 2wd with the hubs unlocked, you would never know it wasnt an open diff.

A trutrac should hold up to 500hp, but how much it can take, I dont know.

In terms of a ford transfer case, your best bet for high horses would be a bw4407. Its bigger than the 1356 in every way. It's got a wider chai, more planetary gears, and an improved oil pump. It came in 96 and 97 f250/350.
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post #51 of 55 (permalink) Old 04-06-2019, 10:28 AM
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That comment was in reply to FE's desire to do 4wd burnouts. Anytime the front hubs are locked and front differential locked or spooled, you lose the ability to steer. A front wheel burn out with a trutrac will leave your front end searching for direction.

A detroit locker in the rear does require you learning to learn how to drive it on the street. If you try to accelerate while in a curve on wet or slick roads you will find yourself in going straight instead of turning as both rear wheels will lock and drive the same. You develop what is know as a "Push Condition". You are not going to drive a Bronco with a Detroit Locker in the rear like Mario Andretti.
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post #52 of 55 (permalink) Old 04-06-2019, 10:42 AM
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After driving my 78 for several years with a spooled rear axle the above is accurate, however most of the time its a non-issue. In Bronco's it seems most of what you read bad about a locked rear (even in snow and ice) just doesn't apply as much, in my opinion... I think the weight distribution and wheel base is big reason for this.
The only time I really notice the push is in the sand dunes, with the paddles, under power the truck more or less goes the way the rear tires are pointed. In the snow the rear is more easy to spin around yes, but I cannot remember having a huge under steer issue. Maybe I have learned to drive it with the throttle too though, its been locked basically the whole time I have owned it, and is second nature now.

Best thing to do is learn how your specific setup acts in controlled environments so that way if you have to do it for real to avoid an accident you know how its gonna act.

Having said all that a trutrac is very non noticeable on the street in comparison and works good if both tires are on the ground, I have one of those in rear of my 92 and very pleased with it. Very much so more daily driver friendly, and doesn't eat up tires
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post #53 of 55 (permalink) Old 04-06-2019, 01:11 PM
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Awesome tech and info in this old thread!

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post #54 of 55 (permalink) Old 04-06-2019, 03:51 PM
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Quote:
Originally Posted by Hillbilly Heaven View Post
That comment was in reply to FE's desire to do 4wd burnouts.
holy moly
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post #55 of 55 (permalink) Old 04-06-2019, 03:53 PM
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Okay, I researched hubs today.
We have auto hubs on our late model Broncos.
So when I put a Bronco into 4L or 4H, the hub engages and connects to the spline which connects to the differential.
Gotcha. :)

The diff is still doing all the work.
The hub is just what lets it do the work (when 4WD is engaged).
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