Top 9 How Much Does It Cost To Install A Locking Differential 229 Most Correct Answers

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In both cases that assumes that you do most of the work, other than the gear set-up itself. If you pay a shop to drop the third member, set up the diff and reassemble the axle, install the air lines and/or controls you should budget about a day’s work, so around $800 to $1,000, in labor.A drop-in locker is a differential retrofit that goes into your existing open carrier and turns it into an automatic locking differential. These are generally the cheapest type of traction aid you can add (aside from a spool) to your axle, but they are sometimes not as strong as a complete replacement locker.Why is Your Diff Lock So Important? The diff lock forces all wheels to spin at the same speed, regardless of traction. This is helpful if you encounter difficult terrain and one or more wheels leave the ground, as full power remains on the other wheels ensuring you are still moving in the direction of travel.

Can you add a locking differential?

A drop-in locker is a differential retrofit that goes into your existing open carrier and turns it into an automatic locking differential. These are generally the cheapest type of traction aid you can add (aside from a spool) to your axle, but they are sometimes not as strong as a complete replacement locker.

Are locking differentials worth it?

Why is Your Diff Lock So Important? The diff lock forces all wheels to spin at the same speed, regardless of traction. This is helpful if you encounter difficult terrain and one or more wheels leave the ground, as full power remains on the other wheels ensuring you are still moving in the direction of travel.

How much does electronic locking differential cost?

An electronic locking rear differential only cost $325. That’s a steal. These systems can take showroom 4X4s places that would have left their predecessors of decades past stuck in the mud.

How fast can you drive with a rear locking differential?

When you are driving with the locked differential engaged, it is best not to exceed 25 mph. Much faster than this may damage your vehicle.

Which is better limited slip or locking differential?

Limited slip differentials provide your vehicle with the best traction around. Locking differentials might give you good traction too, but the traction that you will experience with limited slip differentials is better. For starters, they will make it easier to turn on roads which are slippery and wet.

What’s better e locker or air locker?

This means e-lockers are significantly more reliable and is why they are the preferred option for many commercial users and manufacturers. They are, however, slightly less instantaneous than air lockers and some older models can take a few seconds to engage.

Can you off-road without locking differential?

You can have a 4×4 without a locking differential, but it’ll make it harder to gain traction. A locking differential keeps your wheels from digging into the dirt if they’re stuck, so it’s an essential mod for many off-roaders. You can drive in sand, snow, mud, and gravel much easier with them.

Are lockers good in snow?

Lockers are good for snow because they make each wheel move at the same pace. Each wheel moving at the same pace helps you gain traction while driving during poor weather conditions, such as when it is snowing. Without lockers, one wheel can spin freely after losing traction.

Do I really need a rear locker?

Lockers make a huge difference off-road because they double your traction by spinning both tires. If you hang a tire in the air with an open differential, it will just spin while the other tire sits still. Adding a locking differential means that both tires turn at the same speed, regardless of the situation.

Which differential locker is best?

For vehicles with open differentials, a rear locker is by far the more popular choice, as it’s more suitable to a diverse range of off-roading situations. “If the vehicle only has open differentials we typically recommend a rear, which will be more effective when off-road hill climbing,” said Sebastian Civitarese.

What is a front E locker?

The Eaton ELocker is an electronic, selectable differential designed for drivers that need traction on-demand. At the flip of a dash switch, drivers can go from open to 100-percent locked. A second flip of the switch deactivates the unit to resume normal driving.

Can you lock differential while moving?

Never lock while you have a drive wheel breaking traction. You should be stopped or at a very low speed (15 mph or less) when you throw the switch. Max safe road speed is about 40 mph with the lock engaged. You can unlock them while moving.

Does a limited slip differential help in the snow?

The limited-slip differential was conceived to improve motor vehicle mobility in situations where the traction conditions are not the same for both driving wheels. More driving force is directed to the wheel having the better traction to improve the ability of the vehicle to pull out of mud or snow.

Does Ford f150 have locking differential?

The Ford 150 is a great vehicle for off-roading, and luckily, comes equipped with features such as the locking rear differential to ensure you can get out of the muddiest situations!

Can you add locking differential to F150?

The Detroit Locker is entirely maintenance-free and doesn’t require friction modifiers. The Detroit Locker Automatic Locking Differential installs right in place of the stock differential and is compatible with your F150’s stock axle shafts.

Do all 4×4 have diff lock?

Not all versions of all 4X4s have diff-locks. Look for a button like this on a Nissan Y62 Patrol. On the right hand side of the picture there’s an icon of four wheels with an X between the rear axle – that’s the button to engage and disengage the rear locker.

What vehicles come with locking differential?

Does 4×2 have diff lock?

A 4×2 bakkie is a two-wheel-drive vehicle, just like a regular car. A 4×2 Hilux is driven by the rear wheels at all times. Under normal operation, the rear diff will be unlocked, which means that that the diff allows the two rear wheels to travel at different speeds, for cornering and better handling.

Locker options: What am I looking at cost-wise? | Expedition Portal

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• Most searched keywords: Whether you are looking for Locker options: What am I looking at cost-wise? | Expedition Portal Updating Okay, so although my strong inclination is to keep my Taco as stock as possible (for a number of reasons) I have recently realized that a few very mild…
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Traction Aid: Your Guide to Lockers, Limited Slip Differentials, and Spools

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• Most searched keywords: Whether you are looking for Traction Aid: Your Guide to Lockers, Limited Slip Differentials, and Spools Updating Entire books have been written on differentials and clutch systems, so here are just the basics for a working knowledge about axle differentials.
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How To Use Diff Lock The Right Way – 4SITE 4×4 Tyres

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  Updating What is diff lock? Why is it important? And how can you use it to get more traction from your 4X4 when going off road? Find out in this blog post.
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What is Diff Lock

Why is Your Diff Lock So Important

How to Use Your Diff Lock When Driving

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How 4X4s Got So Good

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The Fastest Speed You Can Reach At With Diff Locks On | Tre4x4

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• Most searched keywords: Whether you are looking for The Fastest Speed You Can Reach At With Diff Locks On | Tre4x4 Updating It is quite a benefit for your vehicle to have differential while off-roading. This is a function that many adventurers consi
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Expected costs to upgrade to locking differential? – Ford Truck Enthusiasts Forums

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• Summary of article content: Articles about Expected costs to upgrade to locking differential? – Ford Truck Enthusiasts Forums If you want a selectable locker, then for the rear that’s an ARB air-locker which runs around $1200 including the oboard air needed, plus … …
• Most searched keywords: Whether you are looking for Expected costs to upgrade to locking differential? – Ford Truck Enthusiasts Forums If you want a selectable locker, then for the rear that’s an ARB air-locker which runs around $1200 including the oboard air needed, plus … 2003, 2010, cost, differential, differentials, end, f250, ford, install, limited, lock, locking, rear, slip, super, Expected costs to upgrade to locking differential?, ford,truck,f150,forum,explorer,ranger, f250, parts, guides, reviews,stroke,diesel,2009,sale,ford-trucks,ford trucks,suv, super duty, ford trucks forum,f100,engine1999 to 2016 Super Duty – Expected costs to upgrade to locking differential? – Just sold the 1988 F-150 and bought a 2000 F250 Crew Cab 4×4. I got the wife’s Kia Rio stuck in the backyard(barn and mud) and when I went to pull her out in 4-Low, in reverse, the front-left, and rear-right tires were spinning. Tried low…
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Cost of installing rear diff lock –

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How much would it cost to install front and rear lockers on a sport?

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• Most searched keywords: Whether you are looking for How much would it cost to install front and rear lockers on a sport? So I’m curious how much it would cost to buy and install lockers on a 2010 sport. … Diff flu alone will be around $100 shop price or so. thing, installation, locker, include, interested, sport, lockers, install, front, labor, quotedSo I won’t be doing it any time soon. But… I can dream. So I’m curious how much it would cost to buy and install lockers on a 2010 sport.
  I probably wont do it for like 3 years but I really want to plan.
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Locker options: What am I looking at cost-wise?

Okay, so although my strong inclination is to keep my Taco as stock as possible (for a number of reasons) I have recently realized that a few very mild modifications would probably be a good idea.

The only time recently that I’ve ever gotten “stuck” (temporarily) was going up Red Cone, at a sharp left-hand turn between some trees. The trail makes some big whoop-de-doos over the roots and I was hung up – one wheel on each axle off the ground. Since I have open diffs at both ends, this left me spinning my wheels, literally. I was eventually able to let the truck roll back and then bounce my way across but it did make it clear the dangers of having open diffs on a trail rig.

My first thought was a limited slip. I had a limited slip on my Montero and on my Ranger (2wd.) Problem here would be the tendency of the limited slip to engage when I don’t want it to (like on a slick surface.) On both the Ranger and the Montero I had times when I was driving on smooth, packed snow when the rear end “kicked out” for no reason.

On the Monty this resulted in a low-speed accident that I was powerless to stop. Damage was minor but it was a PITA to deal with. On the Ranger it happened in the middle of the busiest street in Laramie in the middle of the day, and by sheer, blind luck, there was no accident despite the fact that I was in the left lane and spun completely around into the oncoming traffic lane (traffic was light, fortunately.)

At the time I didn’t understand what caused these incidents (and it wasn’t until recently that I even connected the two incidents in my mind since they happened about 4 years apart) but on reflection I now realize that they may have been caused by the LSD kicking in unexpectedly.

So, my first thought was that whatever system I get, I want it to be something I can control. Since I don’t have a TRD I don’t have the locking rear axle.

Here are my questions, then:

What options are available for a controllable locking or limited slip diff? Does anybody make an aftermarket controllable LSD? I know ARB makes the air locker, does anybody make an aftermarket E-locker?

I know someone’s going to suggest finding a wrecked TRD and transplanting the axle. That’s not an option I’m interested in. I have no desire to put junkyard parts of unknown progeny in my truck (this is my DD, not a dedicated trail rig) and I don’t have the tools or the ability to do an axle swap by myself, so whatever will be done will be done by a competent shop and will come with a warranty of some kind.

If possible, I’d like to keep this to an under $1000 project. Is that realistic? My understanding is that the ARB locker itself is not terribly expensive but that it requires the air compressor mechanism which doubles the cost. On the plus side, doesn’t the air compressor also work as an on-board air system? That could be quite convenient.

My next project after this would be a mild (I stress the word mild) lift of maybe 1-2″. My overall goal is to improve the off-road ability of the vehicle without compromising its on-road manners or fuel economy. At the present time I have no desire to go to a bigger tire size (I’m on 235/85x16s right now and they seem to work fine.)

Anyway, I’d appreciate any input that you guys might have.

Traction Aid: Your Guide to Lockers, Limited Slip Differentials, and Spools

Traction Aid: Your Guide to Lockers, Limited Slip Differentials, and Spools

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The first automakers had a lot of things to figure out, such as, how to get the engine’s power to the wheels. It was found early on that you could not match the speed of the engine to the speed of the wheels. Countless hours of innovation and engineering came up with brilliant inventions, like clutches and differentials, that would correctly transfer power in a usable manner. Drivetrains had to be invented that would multiply gear ratios and allow differentiation in speed of certain parts to allow for a smoothly working system.

Since then, entire books have been written on the engineering behind differentials and clutch systems, but we’re going to attempt to give you the basics of axle differentials in this article. While differentials can be found in other places in the vehicle (like all-wheel-drive transfer cases), for practical purposes we’re going to be referring solely to what’s inside your axles.

What Makes the Difference?

Differentials are found in the drive axles of vehicles. Energy comes through the powertrain from the engine to the transmission through the transfer case and down the driveshaft that spins the pinion gear of an axle (or independent suspension centersection in IFS or IRS). That axle’s pinion gear turns a ring gear that is mounted on a differential gear that turns both axle shafts perpendicularly to the rotational axis of the driveshaft, thanks to the angled cut of the ring-and-pinion gears. The ring gear and pinion gear are not a 1:1 ratio but instead divide the driveshaft’s rotational speed by whatever the gear ratio is (For example: a 4.10:1 gear ratio will turn the axle shafts around 1/4 of the speed of the driveshaft.) Not only is the differential a ring gear carrier that transfers power, it also allows for a differentiation in wheel speed.

The appropriately named “differential” in your axle does just that; it allows differentiation of wheel speed on either end of a drive axle. This is done so there is no binding in the drivetrain and so a vehicle doesn’t “hop” when turning, allowing for smooth operation. When a vehicle turns one way or the other, the inside tire in the turn is rotating at a slower rate than the outer tire. If both axle shafts were locked together, both tires would have to spin at the same speed no matter what. While this would be fine going straight down the road, even changing lanes on a highway can slightly differentiate wheel speed. This slight variation in wheel speed necessitates a differential in each drive axle in order to operate a vehicle smoothly.

Off-Road

But the same thing that makes a differential great can make it a detriment in the dirt. The allowance for a difference in wheel speed means that one tire can be completely stopped while the other tire spins (with an open differential). Therefore, if one tire loses traction while the other side has it (traction), only the tire without traction will spin. This is how you get stuck. And that’s why we have the need for traction-aiding differentials.

A traction-aiding differential is one that greatly inhibits or eliminates any difference in wheel speed. There are two basic types: Limited slip differentials or locking differentials, aka lockers. A third type of traction device for an axle—used for off-road or racing purposes only—is a spool; a ring gear carrier that is really not a differential but instead a solid piece of metal that totally locks both axle shafts together in your axle’s centersection. There are a great number of variations of limited slip diffs and lockers, but let this be clear: A locker 100 percent locks both axle shafts in an axle together, allowing for absolutely no differentiation in wheel movement (when locked) unless something breaks. Anything less than 100-percent locked would have to be considered an open diff, a limited slip diff, or just not working.

What’s Right for You?

This is a question for you to answer based on the information you’ve learned. If you’re daily driving your 4×4, a limited slip differential or selectable diff lockers are always going to be your best bet. The benefits of the limited slip versus the locker is that it’s “on” all the time, and that can even help on the street. The selectable locker is nice because it absolutely locks both tires (both sides of the axle) together when engaged, and allows completely normal operation on the street when disengaged. If you’re off-road 100 percent of the time, a slightly less-expensive automatic locker might work out very well for you. And if you’re not at all concerned about tire wear or turning radius, you might as well just run a spool.

Open Differentials

An open differential is one that applies the same torque to both wheels but can allow for a differentiation in rotational speed (of the axle shafts). Therefore, while the same force is being applied to both sides of the carrier at all times, an open differential will allow for one wheel to spin slower than the other, or even completely stop, while the other wheel spins faster. Open diffs accomplish this through the use of side gears and spider gears inside the carrier.

Limited Slip Differentials

A limited slip differential (LSD) inhibits a difference in wheel speed in an effort to keep a tire from slipping when traction lessens on one side of the axle. An LSD will still allow for wheel speed differentiation so you can drive normally on paved roads with one installed, making it a popular choice for street-driven trucks. For the purposes of this article, we are going to concentrate on the two main types of aftermarket LSDs available: A clutch type and a gear-type limited slip.

01. CLUTCH OR CONE LSD

A clutch-type limited slip diff uses either a clutch plate stack or cones. Clamping force and friction are used to keep uneven wheel spin to a minimum. The internals of a clutch-type LSD carrier are similar to an open differential, with the preventive force of the clutches always engaged ready to inhibit wheel spin. As more torque is applied, more force will be applied on the clutches (or the cones ramping up) and the more coupled the wheels will become. These types of differentials will occasionally need rebuilding and replacement of wearable items.

02. GEARED LSD

A geared limited slip differential is a torque-sensitive mechanical LSD that does not have cones or clutches. It uses helical worm (or spur) gears that press against the carrier and create friction to inhibit wheel spin. The torque-biasing is only applied to the more slowly spinning wheel when needed and otherwise remains in an “open” position. You could consider this type an automatic limited slip. Because gear-driven limited slips only bias torque when needed, they do no create any binding like a clutch-type LSD or a locker possibly could, so they can be used in front ends with no negative impact.

Automatic Locking Differentials

An automatic diff locker is one that goes into an unlocked “open” position when turning and then reengages for straight line driving, locking both wheels together. This sensing for disengagement and re-engagement is done through completely mechanical operation and has been found to be a reliable, heavy-duty, no-fuss option that many off-road enthusiasts prefer. But some users find that the automatic engagement and disengagement are not always spot-on, and sometimes an automatic locker will suddenly pop or slightly engage in a corner. This “pop” can sometimes sound like you’ve just broken an axle shaft and will certainly get your attention when it occurs.

Drop-In Locker

A less-expensive locking differential option is a “drop-in” locker. A drop-in locker is a differential retrofit that goes into your existing open carrier and turns it into an automatic locking differential. These are generally the cheapest type of traction aid you can add (aside from a spool) to your axle, but they are sometimes not as strong as a complete replacement locker.

Selectable Locking Differentials

A selectable diff locker is one that goes from an open differential to a 100 percent locked differential (which essentially acts like a spool). The engagement and disengagement actuation of a selectable locker is most often done using compressed air or electricity to actuate the locker. When a selectable locker is locked, there is no allowance for a difference in rotational speed on either side of the axle. No matter what, both tires will turn together. In a front application, it will be very difficult to turn the steering wheel with the locker engaged if both tires have traction.

LOCKER PACKAGES

Selectable locker packages are often sold complete with everything you need (minus the install kit) for swapping out your existing differential gears for a locking one. Electric-locking diffs usually have two wires that come out of the axle housing and go to a switch. Air-actuated lockers use air lines and solenoids, and sometimes the air compressors are sold separately. If you’re in a hurry to finish an install before a trip, make sure you got an air compressor included in your purchase if you’re running an air locker.

Spools

Sometimes, no differential is the best choice. In more extreme off-road situations (like racing) many drivers opt for a spool instead of a differential in their rear axles. A spool locks both axle shafts together and allows for no differentiation in wheel speed. This is more easily dealt with when there is tire slip due to varying traction in dirt/mud/sand. There is no lighter, no stronger, and no cooler-running centersection option you can use than a spool. Spools are a single chunk of machined metal that have no moving parts so they are not only inexpensive but also extremely strong, compact, and make no heat. This is not a viable option for a street-driven vehicle, nor is it an option for a front 4WD differential—your ability to turn would be greatly inhibited. Spools should only be used in rear axles.

One Axle at a Time?

Assuming you have a 4WD vehicle, you have two differentials: one front and one rear. When adding a diff locker, you do not need to match both ends with lockers. While hard-core off-roaders like to have lockers in both axles, you’ll still see a huge improvement in traction with just a rear locker. As long as you are not changing gear ratios, you can address one axle at a time with no consequences.

Dana 60 or Ford 9-Inch?

Dana 60s and Ford 9-inch axles are the two most popular axles for off-roaders. Both can be made semi-floating or full-floating; both can take 35-or 40-spline axle shafts if modified, and both have plenty of aftermarket housings and differentials available. The Dana 60 has a 9.75-inch ring gear, and the Ford 9-Inch has a 9-inch ring gear (outer diameter). However, many argue the Ford 9-inch is as strong as a Dana 60, due to the 9-inch’s ring gear being thicker thanks to the smaller inner diameter of the ring gear. But this difference in ring gear inner diameters makes a difference in differential size. The Dana 60’s differential (left) is larger than the Ford 9-inch (right). So, unless you’re running a spool, a Dana 60 is a stronger option based on differential sizes.

Your Ride Differentials

Most stock 4x4s are produced with an open differential. Limited slip differentials are an option as a build upgrade when the vehicle is made, but very few vehicles are assembled with diff lockers. There are a few exceptions: Toyota offers an electrically locking differential in both axles of their Land Cruisers and in the rear of Tundras and Tacomas. Jeep offers front-and-rear lockers in its Wrangler Rubicon. And Ford has a stock rear electric locker option for even their Super Duty trucks. It should be noted that traction-aiding differentials (like the ones described above) can be part of, but are not the same as the electronic traction-aiding systems found on VW Touaregs and many newer high-end 4x4s.

Gear Change

Speaking of gear ratio changes, a gear shop is going to charge you around the same amount of money to tear down your axle and add a locker whether you’re changing gear ratios or not. If you’re thinking of changing gears, now is the time. Of course, you’ll spend more money buying the gears, but you’ll be saving money in the long run by not having to pay for an install twice.

Auto vs. Selectable

An automatically locking differential uses side-to-side wheel rotation as an indication of whether to be locked or not. It can sense unnecessary or unwanted wheel spin and will lock both axles together in an instant. An auto locker will theoretically unlock when turning or cornering and lock back up in a straight line. In theory, this sounds wonderful. And there are some higher-tech OEM auto-locking systems that work beautifully. But an auto locker can sometimes slightly engage when you don’t want it to (like when turning). And they’re not always the easiest to drive with on icy roads for the same reasons. Also, tire wear can speed up with an auto locker. Therefore, many enthusiasts often choose a selectable locker if it’s for a daily driven 4×4. Being able to leave the differential gear completely open while driving on the road is often easiest and best for street/highway use. But a selectable locker is usually more expensive and does add exterior pieces to your locker that could possibly fail outside of the axle (wiring, air lines, solenoids, relays, switches, and so on). For that reason, many off-road dedicated rigs will be outfitted with an auto locker.

Editor’s Note: A version of this article first appeared in the Fall 2016 print issue of Tread Magazine.

How To Use Diff Lock The Right Way – 4SITE 4×4 Tyres

How To Use Diff Lock The Right Way

14 July 2016

A locking differential (diff lock) can give your vehicle the boost it needs when caught in tricky, off road situations. Knowing how and when to employ the diff lock will enable you to traverse difficult terrains with ease, helping you get more from your off road vehicle.

Read on to learn what differential lock is, why it’s important and how to use your locking diff when driving.

What is Diff Lock?

The four wheels on your 4X4 need to be able to run at different speeds, to enable your vehicle to turn corners efficiently. As such, all powered axles – front and rear in a 4WD – have a differential. This differential will direct power to the wheel that is easiest to rotate – providing different power to each wheel according to its needs.

Cars only have one differential, but 4X4 vehicles can have up to three differentials – front, centre and rear.

A differential lock secures this differential in place, making all the wheels on the axle move at the same speed. This pushes equal power through to all wheels, which is needed when handling difficult terrain.

Why is Your Diff Lock So Important?

The diff lock forces all wheels to spin at the same speed, regardless of traction. This is helpful if you encounter difficult terrain and one or more wheels leave the ground, as full power remains on the other wheels ensuring you are still moving in the direction of travel.

For example, let’s say you are driving over rocky terrain and one of your wheels leaves the ground. This may be the wheel that has the most driving power, leaving the other three wheels struggling to get enough traction to push the vehicle forward. A locking differential ensures that maximum power is put into all wheels, providing a much needed boost to your forward propulsion.

Therefore, your differential lock provides a traction control system and is a key component to preventing wheel spin, which can prove a life saver in treacherous driving conditions, such as snow or ice.

How to Use Your Diff Lock When Driving

First, a diff lock should not be engaged for on road driving, unless weather conditions such as snow or ice mean that extra traction is required. Use your locking differential when you want to go off road, for driving on difficult terrain, such as dirt, gravel, mud or snow. You will only need to engage your locking differential when you need extra traction, so you may only use it for a few moments on each off road adventure.

There are two types of locking differentials – automatic and manual.

Automatic diff locks will engage automatically when traction is lost. The diff lock will release once traction has been regained. Some automatic locking diffs will only disengage once one wheel is required to spin faster than the others.

Manual diff locks put the driver in control, enabling them to decide when and if extra traction is required. There are various types of manual diff locks, most of which are worked using a switch on the dashboard or gearstick. These either work with compressed air, an electromagnet or are cable-operated.

When your differential is locked, your vehicle will want to drive in a straight line, making corners difficult. Listen to your vehicle and do not put undue stress on it, otherwise you could cause serious damage to the axles.

Off road enthusiasts differ on opinion as to which of the potential three diff locks (front, rear or central) works best, and while a rear locking differential seems to be favoured, you will find your own system as you take to the tracks.

Once you have mastered your differential lock, traversing off road will get a whole lot more exciting, as you will be able to take on more challenging tracks and difficult terrains.

4×4 TyresStay safe when going off road. We recommend you always carry a spare wheel and tyre, so that you are ready if a rip or puncture occurs. Learn more about our range of 4×4 tyres and wheels, and discover how easy it is to order online with 4SITE 4X4 Tyres.

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