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I have heard all it takes is a torch and some skill but that doesnt seem safe. There must be a better way that is also cheap or atleast not gonna cost an arm and a leg. I would like to tell my dad about this for his truck that would outpull our cummins with the Edelbrock racing motor. ***FASTEST TRUCK IN TOWN***
 

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Welding it is more than likely the cheapest and worst way to accomplish posi, if it breaks usually youve ruined your carrier,axle shafts,spider gears, and most likely your ring and pinion, id say save your self alot of trouble and do it right especially if you drive it on the street
 

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just buy a spool..try to find one used im sure they are around
 

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Welding up the rear carrier is the fastest and cheapest way to get FULL lockup on the rear axle. This method is called the "Lincoln Locker" by the off-road crowd because it is typically made using a Lincoln buzz-box welder.

It is fastest because you don't have to do any more than pull the rear cover, clean the gears, heat, weld, and replace the cover and oil.

This method is plenty strong (as strong as a true spool, which does the same thing, BUT, you have to pull the entire ring and pinion and bolt everything to the spool (which replaces the carrier and spider gears) and re-set all the gear lash and clearances.

Downfall to the Lincoln Locker is that BOTH tires ALWAYS drive and there is no provision for one tire to operate indpendently of the other, which makes driving around corners a pain. The inside tire in a corner will ALWAYS scrub, for it has to rotate at a different speed than the outside tire because of the different ultimate radius of both tires as they go around the curve.

Additionally, the solidly-locked rear axle, whether Lincoln Locked or spooled is a real handful in slippery conditions as there is nothing at all to stop side-slip with both tires spinning all the time. A;so, there will be a distinct tendency to go straight ahead, even with the front tires steered fully. With a dually, this would probably make the truck un-drivable in snow and ice conditions. It WILL have maximum available traction to get started but once spinning, it will be sideways in an instant.

Lincoln lockers are cheapest because the only costs involve are for oil, brake clean spray, and welding materials.

Next cheapest and fastest is the drop-in locker that replaces the spider gears inside the carrier. This is an at-home, in-the-driveway modification that will give a true ratcheting locker which drives both rear wheels, but also allows one tire to turn a different speed while driving around corners. This is a great aid to being able to turn the vehicle, but it will not stop the side-slipping common to all locked rear axles.

With a drop-in locker also called a "lunch box locker" (made by Lock Rite, Aussie Locker, and others) teh center pin and spider gears are removed from the inside of the carrier. Then, a new ratcheting locker mechanism is dropped into the center of the carrier and a special center pin is replaced. Now, traction is sent positively to both rear tires under power, but in a corner (coast) situation, one tire can disconnect from the other to make steering easier.

This is second cheapest to the Lincoln Locker because no additional setup of the ring and pinion is required as in all other locker types. Also, the cost of the lunch box locker runs in the $350-$500 range. Not quite as cheap as a welding rod, but much lower than a full carrier locker, which is the next step.

After the first two methods, cost and mechanical skill become the story. A full carrier locker like the Detroit, Limited slip, Truetrac (gear-driven limited slip), ARB (selectable air locker), Electric lockers (selectable electricly controlled), etc., all require a re-set of the ring and pinion, plus the cost of the locker itself, which can run between $600-$1100 plus installation costs.

These type lockers have a wide range of application, from being "limited slip" (i.e., both tires drive, but in high-traction situations, or cornering, one tire can slip against a set of clutch plates to allow for different wheel speeds) to full-spool-type lockers when engaged (both tires drive constantly), to a ratchet-type locker like the lunch box locker described above (Detroit).

The best of all worlds is either the ARB air locker or one of the various electronically locking carriers, where there is selectability between an open (like stock non-locked) carrier and a fully spooled locker with the flip of a switch. Of course, these types are also the most expensive and most difficult to install, often requiring other parts as well, such as switches, air compressor, etc.

Here are a few links:

POWERTRAX® - TRUCK/SUV

Aussie Lockers: Dodge Dodge 1/2 Ton Dodge 3/4 Ton Durango Dakota Dodge Ram Charger

Detroit Truetrac Limited Slip

Detroit Locker Dana Differential Axle

ARB Air Locker Dana Differential Axle

Differential Full & Mini Spools
 

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id get a power lock there pretty much bullet proof
 

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just buy a spool..try to find one used im sure they are around
That is what i was thinking also . Not sure about having it welded . If i can find one . It has the Dana in it now . Wounder if it has to be another Dama or what to go back in ?Thank you
 

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Welding up the rear carrier is the fastest and cheapest way to get FULL lockup on the rear axle. This method is called the "Lincoln Locker" by the off-road crowd because it is typically made using a Lincoln buzz-box welder.

It is fastest because you don't have to do any more than pull the rear cover, clean the gears, heat, weld, and replace the cover and oil.

This method is plenty strong (as strong as a true spool, which does the same thing, BUT, you have to pull the entire ring and pinion and bolt everything to the spool (which replaces the carrier and spider gears) and re-set all the gear lash and clearances.

Downfall to the Lincoln Locker is that BOTH tires ALWAYS drive and there is no provision for one tire to operate indpendently of the other, which makes driving around corners a pain. The inside tire in a corner will ALWAYS scrub, for it has to rotate at a different speed than the outside tire because of the different ultimate radius of both tires as they go around the curve.

Additionally, the solidly-locked rear axle, whether Lincoln Locked or spooled is a real handful in slippery conditions as there is nothing at all to stop side-slip with both tires spinning all the time. A;so, there will be a distinct tendency to go straight ahead, even with the front tires steered fully. With a dually, this would probably make the truck un-drivable in snow and ice conditions. It WILL have maximum available traction to get started but once spinning, it will be sideways in an instant.

Lincoln lockers are cheapest because the only costs involve are for oil, brake clean spray, and welding materials.

Next cheapest and fastest is the drop-in locker that replaces the spider gears inside the carrier. This is an at-home, in-the-driveway modification that will give a true ratcheting locker which drives both rear wheels, but also allows one tire to turn a different speed while driving around corners. This is a great aid to being able to turn the vehicle, but it will not stop the side-slipping common to all locked rear axles.

With a drop-in locker also called a "lunch box locker" (made by Lock Rite, Aussie Locker, and others) teh center pin and spider gears are removed from the inside of the carrier. Then, a new ratcheting locker mechanism is dropped into the center of the carrier and a special center pin is replaced. Now, traction is sent positively to both rear tires under power, but in a corner (coast) situation, one tire can disconnect from the other to make steering easier.

This is second cheapest to the Lincoln Locker because no additional setup of the ring and pinion is required as in all other locker types. Also, the cost of the lunch box locker runs in the $350-$500 range. Not quite as cheap as a welding rod, but much lower than a full carrier locker, which is the next step.

After the first two methods, cost and mechanical skill become the story. A full carrier locker like the Detroit, Limited slip, Truetrac (gear-driven limited slip), ARB (selectable air locker), Electric lockers (selectable electricly controlled), etc., all require a re-set of the ring and pinion, plus the cost of the locker itself, which can run between $600-$1100 plus installation costs.

These type lockers have a wide range of application, from being "limited slip" (i.e., both tires drive, but in high-traction situations, or cornering, one tire can slip against a set of clutch plates to allow for different wheel speeds) to full-spool-type lockers when engaged (both tires drive constantly), to a ratchet-type locker like the lunch box locker described above (Detroit).

The best of all worlds is either the ARB air locker or one of the various electronically locking carriers, where there is selectability between an open (like stock non-locked) carrier and a fully spooled locker with the flip of a switch. Of course, these types are also the most expensive and most difficult to install, often requiring other parts as well, such as switches, air compressor, etc.

Here are a few links:

POWERTRAX® - TRUCK/SUV

Aussie Lockers: Dodge Dodge 1/2 Ton Dodge 3/4 Ton Durango Dakota Dodge Ram Charger

Detroit Truetrac Limited Slip

Detroit Locker Dana Differential Axle

ARB Air Locker Dana Differential Axle

Differential Full & Mini Spools
Thank you that gives me a idea:s and good choices to make . Sound like you for sure know that it can be done . i will get back to next few days and tell u what we are going to do .Thank you .
 

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The Lockright has served me well in multiple diesel trucks. Its a 'lunchbox' style so it simply replaces the side and spider gears inside an open differential. No r&p setup to do.
 
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