How does the aussie do while daily driving in the winter on snow / ice? Does it want to pull you sideways in off camber mud / snow / loose gravel?
When to lock
- Thread starter gomiggity
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Does fine in all conditions. I haven't noticed any ill effects off road, and I've never had it chirp a tire on dry pavement. Actually kicks butt in the snow.
Last season wasn't very icy around here, so I can't really say much to that. Hopefully we'll have a big winter this season (crossing fingers)...
Selectable would be nice, but like I said--you don't have to wait for it to activate when you approach an obstacle.
I have also noticed that running the center diff OPEN and the rear locked (as it always is), in low range (gotta have 7-pin mod), I can crawl slowly through moderate stuff without binding up the whole drive train as much. Makes tight turns much easier.
I don't care for the extra backlash, however. The slack in my rear end has become really annoying. I'm currently wondering if things have been worked out of adjustment since adding the Aussie. Don't know. Bugs me though.
Will it cause 'abrupt' lane changes at speed on the highway as it locks and unlocks with throttle?
Absolutely not.
I never notice locking/unlocking on the road.
It's really a great inexpensive way to lock a rear end. Totally benign on the road in my experience. The only thing that lets you know it's there is the ratcheting sound.
Damn, I think you've reassured me to the point of spending more money.
Must...resist...
Ahh, but the Aussie doesn't require much money...
$250, install it yourself.
Don't see the correct axle on the website right now, though.
Would be worth a call or email.
You don't want to use the diff locks in 4 high. Risk of breakage increases with speed I would guess.
According to Toyota factory manual axle diff locks are not to be used in excess of 5 MPH, and c diff lock not to be used in excess of 35 mph, however- many folks use the c-diff lock at any speed.
One thing I have done to understand when my rear locker may be needed. (learned this from ToolsRUs on here) Click the dial to lock the rear and go into the obstacle with the light still blinking, meaning the switch is in the locked position but the locker is not yet engaged. If it turns out you would need the locker the differential tire rotation will rusult in locker engagement. If not you just come out of the obstacle with the light still blinking.
Most people will say the locker must be engaged prior to your obstacle and in some cases that may be true. I just click the dial and if the locker is needed it will be there.
Buck Buchanan
Most people will say the locker must be engaged prior to your obstacle and in some cases that may be true. I just click the dial and if the locker is needed it will be there.
Buck Buchanan
True , but if you engaging and dis-enaging the CDL will that force the locker to dis-engage.
If not you could have a timing delta of the front engaging and then the center actually engaging that could apply stress to the front. I wouldn't be as concerned about the rear, the front takes experiance and knowing when to engage and disengage.
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Yes, when the CDL is turned off, it also turns off the axle locker(s). I do this often, a lot of our trails are in washes, so it's a sandy drive then a pile of rock, repeat. So I clear the rock, punch the CDL button and roll down the sandy portion with everything open, whan approaching the next obstacle push the CDL button again and everything that is turned on relocks.
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My guess would be that the risk of breakage would be higher in low range, low range has a lower gear ratio delivering higher torque to the axles. I don’t see a problem with running the axle lockers in high, just don’t see the need, most of the time if you need the traction of lockers, you also need the added torque and control that low range gives.
My bet is that those statements are both liability related, most aren’t aware of the handling change when locked and may get into trouble. If they do Toyota’s lawyers can say “see we told you so”, did you read the owner’s manual? When my rear actuator failed, it stuck locked, on the trail, I ran it home at speed on the highway without issue. It’s just like any truck with a spool or “Lincoln locker”, not the best on tire wear or gas mileage, but drivable as long as your aware of the handling differences.
I learned that in general, one should not use lockers when going down slippery inclines, or when traversing inclines. In these situations I have had the rear end try to swap with the front. I have only a hypothetical explanation. The front end has more traction due to weight transfer and has better braking ability so the backend screws its way downhill as soon as you start to brake (even with engine braking).
Karl
Karl
Romer, tntoyota and reffug make very good points about lockers use.
I give the vast majority of obstacles/trails a try without locking either end for two reasons. One, lockers tend to remove some of the challenge on trails. Two, as tntoyota and reffug eluded to use them to get out of trouble not into. I once wheeled with a gentleman years ago who advocated purchasing and learning how to operate a winch before getting carried away with locker use. He was right because if you don't know how to get out of trouble locker use will only get you twice as stuck. You will be a much better driver if you learn without lockers engaged 100% of the time, not to mention the feeling of accomplishment of driving an obstacle/trail unlocked.
There are so many variables to locker use that I don't want to get started right now. My best advice is watch other folks on the trail who drive the same terrain as you really well and ask them how they manage their lockers. We all wheel different terrain so use is determined mostly by experience.
I give the vast majority of obstacles/trails a try without locking either end for two reasons. One, lockers tend to remove some of the challenge on trails. Two, as tntoyota and reffug eluded to use them to get out of trouble not into. I once wheeled with a gentleman years ago who advocated purchasing and learning how to operate a winch before getting carried away with locker use. He was right because if you don't know how to get out of trouble locker use will only get you twice as stuck. You will be a much better driver if you learn without lockers engaged 100% of the time, not to mention the feeling of accomplishment of driving an obstacle/trail unlocked.
There are so many variables to locker use that I don't want to get started right now. My best advice is watch other folks on the trail who drive the same terrain as you really well and ask them how they manage their lockers. We all wheel different terrain so use is determined mostly by experience.
gomiggity,
Remember to air your tires down too! You won't have the tread but the bigger you can make your footprint over uneven terrain the better. Our trucks are heavy so you can't air down too much. High teens are the lowest I go...
Remember to air your tires down too! You won't have the tread but the bigger you can make your footprint over uneven terrain the better. Our trucks are heavy so you can't air down too much. High teens are the lowest I go...
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I went back to our spot yesterday and was able to get through everything without using lockers, quite easily. After gaining more experience, I was even able to get through everything with no problem without locking the center diff, granted the terrain has dried up quite a bit over the last 8 days.
I look forward to learning more about how to handle this amazing vehicle.
I tend to feel that the general concensus is not to lock the front unless necessary, but most people feel comfortable locking the rear quite often. I lean toward following the advice of those who feel lockers are there to get you out of trouble. As I continue I'll probably wheel with the engine at it's lowest capacity to find out what I'm capable of and step up from there.
I look forward to learning more about how to handle this amazing vehicle.
I tend to feel that the general concensus is not to lock the front unless necessary, but most people feel comfortable locking the rear quite often. I lean toward following the advice of those who feel lockers are there to get you out of trouble. As I continue I'll probably wheel with the engine at it's lowest capacity to find out what I'm capable of and step up from there.
I lock the diffs anytime I think I may not make it on an obstacle. I'm not practicing to be a pro driver I just want to make it up, over or around with no body damage. I do the same with my tacoma which has arbs front and rear.
