Additional Traction - at cross roads with options.

[weeds]

2000 defer, pre traction control, standard diffs

Car is being built up for an Overland trip, don’t want to chase hard tracks or bash and crash around 4WD parks, I just want to get to where I’m going easier without punishing the drive line.

Previous defer had front and rear ARB diff locks, worked perfectly, never forgot to engage, no issue with airlines, rear solenoid sucked small amount of oil back which was hardly an issue.

Looking at doing the rear diff first......as I hardly ever used the front locker on the tdi

Had the opportunity to follow a 130 with a Detroit fitted up Blue Rag......worked as it should, only thin I noticed was when turning on full lock on dirt the inside tyres skipping along, no different to the LSD on my hi-lux. I thought I was going to have trouble on Blue Rag but only had a bit of Wheel spin on the wombat holes on the last up before the main road.

Was always keen to install Ashcroft Air Locker this time around as I have onboard air and air lines don’t bother me and it’s hard to forget to engage when an something tough pops up.

The Detroit is now in the mix......

ATB......read a good explanation the other day on here and I’m sure it’ll probably be fine for a tourer.......although I do like 100% locked given I’m used to this with old defer

I like to support Aussie businesses so will more than likely go hi-tuff axle and drive flanges.

I haven’t really looked at the e-locker, it’s probably another option

So for a tourer that going to do the lap than be shipped overseas, actually the other way around......which way do I go.

[rangieman]

My choice is Ascroft air locker i just like the selectable choice

[Bearman]

I would go a Trutrac or ATB in the front and Detroit no spin in the back.

[strangy]

You have already mentioned all the pros and cons etc.
I have Detroit "noSPIN" in mine and chose it for simplicity and function. Essentially fit and forget about it and maintenance really comes down to oil changes.
As you mentioned, no fuses, no wires, no relays, no switches, no air lines, no periodic or scheduled (unscheduled) disassembly for seals/orings. Suits me just fine.
Each has its merits for the individual user.
Lets assume whatever unit performs consistently as advertised, just get what you think will suit your preferred method/needs for activation.
IIRC yours will have the Rover diff?
Not sure if that changes the cost comparison.

[wdef34]

Friend, just get yourself an ARB on the rear sal(110 right?) and spend the extra cash in a pair of reinforced halfshafts and a twin air comp. In my opinion front locker is an overkill for overlanding. Also keep in mind ashcroft does not make anything for your rear diff. I have used aschroft atbs on rover diffs and they are very good though.
ps :arb is also Australian...

[weeds]

Friend, just get yourself an ARB on the rear sal(110 right?) and spend the extra cash in a pair of reinforced halfshafts and a twin air comp. In my opinion front locker is an overkill for overlanding. Also keep in mind ashcroft does not make anything for your rear diff. I have used aschroft atbs on rover diffs and they are very good though.
ps :arb is also Australian...

Didn’t realize Ashcroft don’t do sals......pretty sure I have a sals. Haven’t had a close.

Axle upgrade will be a given

Already have twin ARB compressor as I have air suspension.

Umm based on no Ashcroft for sals it might it might be down to

ARB or Detroit

[Bearman]

Given that choice I know which one I would go with!!

[uninformed]

Maxi drive is available for the Sals... maybe soon again for rover diffs

If P38 diff go the Ashcroft. It is a BETTER design than the ARB. The ARB is fine, but Ashcroft is BETTER.

Aussie yes, but they do partly off shore manufacturing...

Throw a Ashcroft ATB in the centre (LT230) and maybe front

+30% lower MD gearset

[Bigbjorn]

I would go a Trutrac or ATB in the front and Detroit no spin in the back.

Me too. I have had Detroit Lockers in three vehicles, Dodge Challenger 600+ hp, Holden HT GTS350 with mods about 370 hp, and triple Detroits in a White Road Boss road train prime mover. All performed flawlessly other than the clanging noise on tight turns in the Dodge. In mud the White tended to want to go straight ahead no matter which way the steer wheels were pointing. Natural with 8 11.00 x 20s locked and pushing.

[Zeros]

Hey Weeds, you say the “Car is being built up for an Overland trip, don’t want to chase hard tracks or bash and crash around 4WD parks, I just want to get to where I’m going easier without punishing the drive line”. ...why do you need lockers?

You’ll be doing the vast majority of your big kms on bitumen and fast dirt. Over 20 years of these kinds of trips all over the continent I’ve never needed any extra traction aids over standard in my Defender. ...but if I was going to add something it would be Ashcroft ATB’s all the way, starting with the centre diff. ATB’s on fast dirt and wet roads will be working for you all the time. Simple, automatic and no locking required. They would give extra driveline all the time, but needless to say I’d only invest in them after making sure the radiator, water pump, alternator, bearings, etc are in as new condition.

Keeping it simple, focussing on the basics and lightening the load in every way possible is the key to successful trouble free overlanding imho.