Aftermarket locker options?

[DalTXBtonco]

Anyone know of any?

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[Layman]

ARB

 

[LockedBronco]

Why?
What is wrong with OEM lockers?

 

[‘21OBX]

Why?
What is wrong with OEM lockers?

Some don’t have them from the factory.
Arb is all I’ve seen for the rear. You can also buy the fdu and rear axle from ford performance.

 

[LockedBronco]

Some don’t have them from the factory.
Arb is all I’ve seen for the rear. You can also buy the fdu and rear axle from ford performance.

Isn't rear elocker standard?

 

[mcinfantry]

Isn't rear elocker standard?

I don’t think so
Many of the purists and fabricators/mechanics on the board like to buy them stripped down and build them into better off road capable vehicles much cheaper and better than the packages from ford.

 

[‘21OBX]

Isn't rear elocker standard?

Nope unless you get the black Diamond trim, badlands or wildtrak and above(Everglades, Raptor heritage).
base, big bend, OBX can all be had with no lockers.

 

[LockedBronco]

Oh
A SAS out of the Box is a good start and always someone will find a way to make it better than it comes.

Cheaper.... apples to apples what would it cost to take a stripped down base to a SAS

 

[‘21OBX]

Oh
A SAS out of the Box is a good start and always someone will find a way to make it better than it comes.

Cheaper.... apples to apples what would it cost to take a stripped down base to a SAS
[/QUOTE/]
At the moment there is not a good way to integrate the lockers in a stock fashion.
ford performance programmer $600.(this allows you to change the FDU from fad to non fad, change the gear ratio and tire size.)
FDU, and cv axles$3k ish (plus labor and wiring the front lock)
Some say the front driveshaft is different as well (price )
Rear axle can be had new for around 2k from ford( direct swap but also have to wire up the locker somehow)
Coil overs I’ve seen as cheap as $500 used probably closer to $1600 from ford.
advanced transfer case (no clue on price)
Then add labor unless you do it all yourself.
kiss your drivetrain warranty goodbye! Unless installed by a certified tech then you get the ford parts warranty.
the sas package is not a bad deal from the factory.

 

[[DELETED MEMBER 27901]]

Isn't rear elocker standard?

Not on base/BB/OBX. I added it to my OBX build after reading recommendations here. It’s the best value on the B&P at $795 for the capability. Haven’t been let down on the beach yet!

 

[Jazer]

Isn't rear elocker standard?

Nope and some of us didnt check the box, lol. At the time I figured I wouldn't need it, as I don't intend to rock crawl or do extreme obstacles, but trails are fun and for 795$ it's totally better to have and not need than need and not have. It's the one thing I would change if I re-did my order.

 

[DalTXBtonco]

I was on the fence about the sas pkg, probably won't need it but tried to add but was told it would push build out even more now and my priority was moved to 2. So I'll just take it to 4WP and get lift tires and wheels and a rear locker. Thank for the input. Just seemed easier to get all at once from factory but that's what I get for waiting all this time and not committing

 

[Jazer]

I was on the fence about the sas pkg, probably won't need it but tried to add but was told it would push build out even more now and my priority was moved to 2. So I'll just take it to 4WP and get lift tires and wheels and a rear locker. Thank for the input. Just seemed easier to get all at once from factory but that's what I get for waiting all this time and not committing

You can option a rear locker. Sasquatch includes a front and rear, but a solo rear is a standalone option.

 

[goatman2]

Anyone know of any?

There are basically two types of lockers, selectable and automatic. Selectable lockers are open diff (like stock) until they are locked, then they become a spool. A spool means both axles/tires are locked together. The factory electric lockers are selectable, open diff when unlocked and spool when locked. Selectable lockers include an ARB locker and a Yukon Zip locker, which are both air actuated. Obviously, an air compressor is also required to operate the lockers. Requires an electric switch to actuate an air solenoid, which then routes air to the locker, and requires air lines running to the differential. Reliability issues can potentially be failed air solenoid and leaky O ring inside the locker. Yukon and Eaton also make electric selectable lockers similar to the factory locker. Electric lockers only need wires running to the differential, and don't run the risk of an O ring leak inside the diff like with an air locker. However, electric lockers can have a problem with a bad connector or actuator inside the diff. An Ox locker is also selectable, and has the choice of either a cable actuator (from inside the vehicle) or an air solenoid mounted to the diff cover. The cables are known to stretch over time and need periodic adjustment.

Automatic lockers work, well, automatically. Nothing outside the diff, no air lines or wires or switches. They are extremely reliable. An automatic locker works by sensing torque coming through the driveshaft into the diff compared to torque coming from the outside tire spinning faster than the inside tire when going around a corner. The locker has side gears with springs and dog teeth, and when going around a corner the torque of the outside tire spinning faster than the inside tire will cause the side gear to release, allowing the outside tire to spin freely. This is how the automatic locker automatically releases to "differentiate" and allow the tires to spin different speeds around a corner without scuffing the tires. When this happens, all of the engine power is directed to the inside tire until the vehicle straightens out and the side gear engages again. However, if more torque is coming through the driveline than is exerted by the torque of the outside tire trying to spin ahead, then the side gear will stay engaged and the diff will be locked. This way there is traction when needed, and differentiation when needed...automatically. Automatic lockers include a Detroit locker and a Yukon Grizzly locker. These are both what are called full carrier lockers, as they replace the entire carrier.

There are also automatic lockers that are called drop in lockers, because they drop into the existing carrier and replace the stock spider gears. These are less expensive, and less expensive to install, but are not as smooth operating and usually not as strong and durable as a full carrier locker. Drop in lockers include a LockRight locker and Aussie locker.

Selectable lockers drive perfectly on the street when not locked. Automatic lockers will occasionally have some feel of the locker being there when on the street. If the vehicle is an automatic trans, an auto locker is mostly invisible. With a manual trans truck the auto locker will be more noticeable as the locker can tend to change which side is locked more noticeably as slack comes in and out of the drivetrain when shifting. I have had Detroit lockers in a number of Jeeps that were daily drivers with no issues at all, virtually never noticed the lockers were there. I had an auto locker in a manual trans Jeep once and didn't like it. Off road, both types of lockers work the same, they provide power to both rear tires.

You'd have to do a search, or talk to 4WP, about which locker choices there are for the Dana M220 32 spline rear end in the Bronco. Hope this helps.

 

[MNBigfoot]

You can option a rear locker. Sasquatch includes a front and rear, but a solo rear is a standalone option.

Not an option on the Base.

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