Fitted an Ashcroft Locker

**LowRanger** · 13th July 2011, 07:56 AM

Just another small input:You will probably need to learn to adjust your driving style slightly to make the most out of it,where if you apply the brakes slightly if you have a front wheel spinning,it will apply more torque to the non spinning wheel and help get you out of where ever you are stuck.But in some places there is just no substitute for a full locker.

Wayne

Didge · 13th July 2011, 05:33 PM

Ok, whilst you diff knowledgable boffins are on this thread, which would you suggest is the best locker for a rear salisbury in a 96 def?
I've got a 4wdaction mag that does the locker comparison but I think they're heavily sponsered by TJM and ARB and in their conclusion they basically said all the lockers are good but it depends on what you want. That's why I ask now. ps the Lokka brand don't do them for permanent 4wd which is a shame cos they're the cheapest and also automatic

cheers Gerald

**clubagreenie** · 13th July 2011, 05:34 PM

How would the Ashcroft benefit then from TC in a D2 which will brake the spinning wheel. Seems that it would work well together.

**isuzutoo-eh** · 13th July 2011, 06:33 PM

The Ashcroft ATB LSD would be the same as using Trutracs, from what I understand, when coupled with traction control they are almost as good as a full locker, yet a lot gentler on the mechanicals. I don't have any practical experience to know for sure though...
If you are talking about the Ascroft selectable locker as this thread was meant to be about

, then it'd react just like an ARB or MD locker with TC...

Gerald I'm hanging out till/if Ashcroft release a selectable locker for the Salisbury. Cheaper than any other selectable locker worth looking at, and with improvements over the ARB type. If money wasn't an issue then i'd go Maxidrive, mainly due to ARB's reputation, whereas I chose the Ashcroft LSD due to Ashcroft's positive reputation.

**Capstan** · 13th July 2011, 07:15 PM

**LowRanger** · 13th July 2011, 07:34 PM

Originally Posted by clubagreenie

How would the Ashcroft benefit then from TC in a D2 which will brake the spinning wheel. Seems that it would work well together.

What you find with vehicles fitted with TC is that as soon as the revs build up the TC stops working,so the idea with TC is that you need to keep the revs down

Wayne

**LowRanger** · 13th July 2011, 07:45 PM

Originally Posted by Didge

Ok, whilst you diff knowledgable boffins are on this thread, which would you suggest is the best locker for a rear salisbury in a 96 def?
I've got a 4wdaction mag that does the locker comparison but I think they're heavily sponsered by TJM and ARB and in their conclusion they basically said all the lockers are good but it depends on what you want. That's why I ask now. ps the Lokka brand don't do them for permanent 4wd which is a shame cos they're the cheapest and also automatic

cheers Gerald

Didge
Take what you read in magazines with a grain of salt,a lot of the comments are made to appease the advertisers.I think that everyone has an opinion on what is best,funnily enough a lot of people that have never had a locker tend to voice their opinions as well.I have a McNamara locker in the front and a Detroit in the rear of mine,and I know there are a lot of people out there that don't have too many positive remarks regarding the Detroits.I think they are relating experiences with the older type Detroits.The Newer No Spins are not noisey and in a 110 the only time you know you have it fitted is if you drive on your lawn and make a turn,when you get out,you can see where the tyres have been biting into the ground

.I run 35's as you have seen,and certainly don't take it easy on the truck,but I find the fact that there is instant traction that I don't have to think about switching on to be a big plus,and it was less than half the price of an air locker from the U.S.Unfortunately I don't see Ashcrofts making a locker any time soon to suit a Salisbury,as they don't seem to make much for them at all.If they did,that would probably be my first choice if I was just starting out.

Wayne

**LowRanger** · 13th July 2011, 07:52 PM

Originally Posted by isuzutoo-eh

The Ashcroft ATB LSD would be the same as using Trutracs, from what I understand, when coupled with traction control they are almost as good as a full locker, yet a lot gentler on the mechanicals. I don't have any practical experience to know for sure though...
If you are talking about the Ascroft selectable locker as this thread was meant to be about

, then it'd react just like an ARB or MD locker with TC...

Gerald I'm hanging out till/if Ashcroft release a selectable locker for the Salisbury. Cheaper than any other selectable locker worth looking at, and with improvements over the ARB type. If money wasn't an issue then i'd go Maxidrive, mainly due to ARB's reputation, whereas I chose the Ashcroft LSD due to Ashcroft's positive reputation.

Mark
While definately better than an open diff,it does take some fancy pedal work to get the TrueTracs to be anywhere near as good as a full locker,even allowing for adjustable torque biasing even when fitted to a vehicle with TC.Lou's vehicle at Yalwal is a perfect example,once the front wheel was in the air,the vehicle was just like a vehicle fitted with an open diff.With a locker I am sure the vehicle would have pulled through the mud and up the hill like Baz did.

Wayne

**LowRanger** · 13th July 2011, 08:00 PM

Originally Posted by Capstan

Ahhhhh yes
I see 3 rows of lockers,must be a picture of your front,middle and rear lockers there Capstan

**OffTrack** · 14th August 2011, 03:13 PM

Originally Posted by LowRanger

What you find with vehicles fitted with TC is that as soon as the revs build up the TC stops working,so the idea with TC is that you need to keep the revs down

According to D2 RAVE Brakes > Operation :

The ETC function uses brake intervention to prevent wheel spin and maintain even torque distribution to the wheels.
ETC is automatically enabled while the brakes are off at speeds up to 62.5 mph (100 km/h), and operates the brakes
either individually or in axle pairs:

At speeds up to 31.3 mph (50 km/h), ETC uses individual brake intervention to maintain even torque distribution
between wheels on the same axle.
Vehicles up to 03 model year – At speeds between 0 and 62.5 mph (0 and 100 km/h), ETC also uses brake
intervention in axle pairs to maintain even torque distribution between the front and rear axles. In effect, this mode
of operation replaces the centre differential lock of the transfer box which, although still incorporated, is non
operational under normal driving conditions.
Vehicles from 03 model year (with differential lock fitted) – At speeds between 0 and 62.5 mph (0 and 100
km/h), ETC uses brake intervention in axle pairs to maintain even torque distribution between the front and rear
axles. If the centre differential lock is in the locked condition, the differential lock warning lamp in the instrument
pack is illuminated. The ABS, EBD, ETC and HDC functions are retained, but with revised parameters to suit the
locked differential.

While the ETC function is enabled, if the SLABS ECU detects a wheel accelerating faster than the average, indicating
loss of traction, it operates the ABS modulator in the active braking mode. Depending on the vehicle speed, active
braking is employed for either the brake of the affected wheel or for both brakes on the affected axle, until all four
wheels are driven at approximately the same speed again. During active braking the SLABS ECU also illuminates the
ETC warning lamp, for a minimum of 2 seconds or for the duration that ETC is active. ETC operation is desensitised
during 'hard' cornering.

For the D2 at least road/wheel speed determines ETC operation.

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