mattz wrote:I have one in my ML and you can not notice it in 2wd.
My ML is easy select.
Homer wrote:Not sure why it would affect a super select in 2wd either? But I gave up reading the locker threads way back...
al coholic wrote:Homer wrote:Not sure why it would affect a super select in 2wd either? But I gave up reading the locker threads way back...
No, obviously not in 2wd......but if you have a lokka and super select, and go and engage 4h, means you are now locked on the bitumen. I know blokes like Salt and Schmuck have done it regardless........but I think they may have even admitted it surprised them in certain situations, like going a bit faster than normal into a roundabout
And you didnt stop reading Homer........you got it right to start with and didn't need to read anyone else's incorrect responses
NowForThe5th wrote:When i first saw this thread I thought "Oh Gawd, not another newb starting yet another thread about Lokkas"
However,
After reading OP's post I think this is a very valid question and deserves to be explored.
Like the guys above I have Easy Select and a Lokka. Also like them there is absolutely no sign of the Lokka being there when in 2WD but, we all have the front axle that disengages (note: not the hubs, just the right hand side axle). As we already know, from 2012 this mechanism has been dropped and this is why OP's question is valid; because we haven't really explored this.
So, let's look at the differences.
In the standard open front diff, one side is permanently connected (left) while the other side can engage or disengage through a mechanism right next to the diff. In 2WD this means that the left wheel transfers through the CVs and driveshaft to the diff, but no further while the right wheel transfers again through the CVs and driveshafts to the mechanism which is unlocked and therefore drive goes no further.
When a Lokka is fitted to this system, in 2WD drive rotation of the left wheel will transfer through to the diff, but, because it is permanently locked, will go through and rotate the propshaft from the diff to the transfer case. Of course, the transfer case also disengages the drive so it will stop at this point. There is another thread that discusses the effect within the transfer case and how the drive chain is driven from the wheel. From the right wheel, rotation stops at the mechanism next to the diff, so no different to the standard factory diff setup. The front wheels are not connected to each other so they can rotate independently of each other. A small amount of power is lost through rotating the diff and front propshaft. No biggie.
From 2012, the isolating mechanism has been deleted. In a standard diff setup this just means that rotation of the right wheel goes just a little further, but not beyond the differential. The difference is minimal and it's easy to see why Mitsubishi changed it. Not really necessary.
However, introducing a locking front differential into this new arrangement now means that the left and right wheels are solidly connected to each other. If this was a solidly locking differential like the Air Locker and E Locker then this would mean a big problem because the wheels cannot turn at the different speeds that they need to in order to negotiate a corner. There would be lots of tyre squealing and, eventually, probably a broken CV joint. The Lokka, though is different. It does allow the outside wheel to turn faster than the inside wheel. In this situation the teeth disengage and just slide over each other. There is a slight clicking noise as this happens but it is very faint and most people, in the Triton anyway, won't even hear it.
So, in a 2012 Triton the difference, in terms of driving, may be a very slight loading up of the steering until the outside wheel's differing rotation disengages the Lokka and also possibly a slightly increased tendency to return to centre. Judging on my own experience using the Lokka on loose dirt, these effects are likely to be quite small when there is no drive coming through the transfer case from the engine. Sensitive drivers may notice it though. There will also be some faint clicking as the Lokka disengages.
I doubt that any of these effects will be enough to cause any concern, certainly not like using a Lokka with Super Select on bitumen. It will be interesting to see comments from those who instal the Lokka on 2012 and later models.
odie602r wrote:So just trying to understand NFT5th's post then - does having the setup without actuator now exclude the lokka as an option?
Until reading this thread I had thought that the main condition for Lokka choice was easy select or super select (I have easy select), but I think 5th's post is suggesting different?
NowForThe5th wrote:If I had no actuator and Easy Select and I did a lot of four wheel driving then I wouldn't think twice - just go the Lokka for it's ease of use and grip when you need it rather than after you realise that you might not make it. I'd learn to live with the differences in handling and wear the slight increases in wear.
aids84 wrote:NowForThe5th wrote:If I had no actuator and Easy Select and I did a lot of four wheel driving then I wouldn't think twice - just go the Lokka for it's ease of use and grip when you need it rather than after you realise that you might not make it. I'd learn to live with the differences in handling and wear the slight increases in wear.
What differences in handling? I can't feel any difference in my car when driving on the road in 2wd. As I said before the Lokka disengages very easily by hand and no feedback is ever felt through the steering wheel. I doubt there'd be any increase in wear on the tyres either, no more than say having a LSD in the rear axle.
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