No locker = no sale in my mind. When I singled out my W9 I looked specifically for an axle with a locker. Not gonna chance getting stuck on a speed bump lol.
right, thank you. I was just high centered the other day in a driveway and I had to lock out. Good info here. Thanks again
Most highway spec trucks only have an interaxle lock. That only locks the two drive axles together so instead of only 1 out 4 wheels spinning out in a low traction situation, 2 out 4 (1 on each axle) will spin out. Diff locks lock the drive axle solid. On a truck with full lockers, all 4 corners are locked together when everything is engaged.
Thank you all very much for your responses......once again TTR has proved to be an invaluable resource.
Not a problem. Inter-axle: at any speed so long as you're not spinning (throttle on or throttle off), any road surface Differential: at or below the engagement speed (on newer trucks there's usually an engagement speed which is lower than the disengagement speed, both of which are controlled by the ECM, i.e., 25 kmm/h / 45 km/h... on my trucks I had the engagement speed and sometimes the disengagement speed increased), so long as you're not spinning or turning, should be very loose/slippery road surface
Its really no different than floating gears in a transmission. Your diff lock just locks an axle shaft to the carrier. As long as there's no speed variance between the left and right sides you should be fine.
The 6x2 was the mileage kings' nocturnal emission in their pursuit of 10 mpg. The Signature Glider was the way to go, along with wide singles. Or so they thought. As everything settles, all these gimmicks don't seem worth the effort. Wide base tires, if they need to be replaced wipe out all the savings. Getting stuck and needing a tow wipes out all the savings.
Need to find out if dead axle is on the back or in the front and liftable as they are both considered 6 x 2.
