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LOCKERS RULE! - Unsealed 4. X4. For the full story CLICK HERE There is some confusion out there among the four- wheel drive community. It seems some feel that having diff locks fitted to a vehicle is overkill, yet having a big lift kit and a catalogue worth of weighty accessories is money better spent.

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If you genuinely feel that way, ask yourself: why do most new four- wheel drives come with (or have the option of) at least one diff lock from the factory? Yet how many new vehicle manufacturers offer a lift kit as part of their factory optional accessories? Not many! It is quite simple when you break it all down – traction is king off- road. Setting up a four- wheel drive in my opinion takes a three- pronged approach.

You need clearance, which comes from fitting slightly taller suspension. You need better tyres for puncture resistance and off- road grip (a taller size will provide more diff and ground clearance too), and (at least) one cross- axle differential lock to provide you with a minimum of 3. WD when required. In fact, it is amazing where you can take a stock four- wheel drive these days thanks to having just one locker. TEN REASONS YOU NEED LOCKERSEnhanced off- road traction (well… duh)Stronger than factory components (like the differential carrier)The ability to continue driving in an emergency situation with a broken axle or CV joint (with the offending part removed)Unmatched off- road control with the ability to drive obstacles slower. Minimised track damage thanks to reduced wheel spin.

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Less chance of breaking driveline components. Lifting a wheel no longer translates to “get the winch out”Increase in vehicle resale value. Pneumatic lockers require compressors that in some cases will inflate tyres too. Air lockers make that cool ‘PSSSSHHTTT’ noise… You know what I mean! FACTORY DIFF LOCKSSome four- wheel drives are offered with the option of installing factory diff locks. Winx Club: Il Mistero Degli Abissi Full Movie there.

Think Jeep Wrangler Rubicon, Mitsubishi Pajero, Toyota Land. Cruiser… there are plenty. In fact, a rear diff lock was only a $5. Mitsubishi Tritons… you would be mad not to tick that box! Watch The Black Stallion Online Hitfix more. It must be mentioned though, that factory lockers if not standard inclusion can cost more then aftermarket units, so always do your sums before signing on the dotted line. Also, tracking down replacement components for factory diff locks could prove tricky in remote settings, whereas aftermarket suppliers will have the parts on the shelf ready to send out (well, in theory).

LUNCHBOX AUTO LOCKERSThe cheapest form of traction enhancement is known as a lunchbox, drop in or simply an auto locker. These units are designed to sit inside the factory differential carrier, replacing the stock spider gears and in some cases the side gears and cross- shafts. There are no compressors or external lines required, operation is automatic and completely mechanical. These lockers are actually un- lockers, as in a straight line with power applied they offer drive to both wheels, but will un- lock when different torque loads are detected, such as with no power being dialled in while going around a corner. Namastey London Full Movie Part 1 there. And this is how you need to use them… power on – locker is engaged, lift off the accelerator for a corner and the device will un- lock.

They can be quite agricultural in operation though, with many users reporting clunking and banging noises similar to a pistol shot when driving on high traction surfaces. Keep in mind, fitting any auto locking differential to the front differential of a full- time 4. X4 will make it drive worse than a poorly- maintained steam roller, but they can be installed front or rear in a part time four- wheel drive. Many choose to install them in the front differential, as with the hubs unlocked (in the ‘free’ position) the locker has no affect whatsoever. Put the vehicle into 4. WD with the hubs locked though, and you will experience a want for the vehicle to keep travelling straight, no matter how you’ve got the steering wheel turned.

For sheer simplicity and cost effectiveness, lunchbox lockers are a great entry- level option for those who are prepared to alter driving styles and live with their quirks. Examples: 4. WD Systems Lokka, Powertrax Lock- Right, Yukon Spartan, Detroit EZ Locker, Aussie Locker. Perfect for: Those on a budget, or in the front differential of a part- time four- wheel drive for weekend warrior types. FULL CARRIER AUTO LOCKERSThe holy grail of auto lockers are known as full carrier replacements. They do just that; replace the stock diff carrier and internal gears with the only components retained being the factory crown- wheel and pinion (this is the perfect time for a diff- ratio change if you have larger- than- stock tyres). Locker activation is more civilised compared to lunchbox lockers, as by design the engagement is less vicious. This is due to the gradual teeth engagement profile, and ratchet style locking mechanism.

As with lunchbox lockers, full carrier replacements are always locked, yet will unlock while cornering with less throttle applied. More specifically, they will not allow a wheel to spin slower than the input from the driveshaft.

They will however allow one wheel to spin faster than the driveshaft, which is exactly what the outside tyre wants to do while cornering. Full carrier replacements are constructed from stronger than stock materials in most cases, including forged steel or high- grade nickel- chromium molybdenum. There are no buttons to press or activation lines to run which is part of the appeal. These lockers require no input from the driver while off- road, so the chance of getting bogged is reduced. On- road handling is compromised slightly, but as with lunchbox lockers, a change in driving style and an awareness of the locker’s presence is all that is required to combat this. Examples: Eaton Detroit Locker,Yukon Grizzly. Perfect for: Those who want added levels of traction without requiring driver input.

AIR ACTIVATED LOCKERSAir or vacuum operated selectable lockers (pneumatic lockers) have long been favoured in this country by tourers and hardcore four- wheel drivers alike. The reason for this is the fact they can be locked or unlocked with the push of a button; meaning uncompromised handling on- road and traction when you need it off- road. There are a few different varieties of air operated selectable lockers, however they all work in similar ways. Compressed air is fed into the differential housing from a permanently fitted air- compressor through a pneumatic line.

Air pressure is regulated from the compressor to roughly 9. Once activated, a piston slides the clutch gear into the locked position. This locks the differential side gears to the housing, thereby locking the differential. Vacuum lockers used by the Land Rover crowd work a bit differently, as they are activated by negative pressure created by the vehicle’s vacuum pump, but it’s essentially the same principle. Air operated selectable lockers can be fitted to the front or rear diff of both part- time and full- time four- wheel drives. There are negative points though.

If a compressor or pneumatic line is damaged, the locker will not activate. Also, as they are manually selectable diff locks, if you forget to switch them on in time it could be too late. Examples: ARB Air Locker, TJMPro- locker, Maxidrive Locker, Ashcroft Air Locker, Yukon Zip Locker. Perfect for: Those who want the best of both worlds. An open differential for on- road use, 1. ELECTROMAGNETIC LOCKERSThe latest kids on the locker market are electronic lockers such as the ELocker made in partnership by Harrop and Eaton. Harrop manufacture the diff locks in Melbourne using forged gears sourced from Eaton in America.

The benefit of electronic lockers is the fact that no air compressor or pneumatic lines are required. They are still fully selectable as per pneumatic diff locks with simple push button operation; yet need only two wires to be run to the differential.

If these wires are damaged off- road, they can be repaired far easier than repairing a pneumatic line.

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