Despite their appearance, overweight, large overland vehicles can sometimes get stuck. When this happens, one key tool for getting out is a differential locker. Electronic lockers are a popular option. The market isn’t huge. There is really only one main player in the electronic space for us, and that’s Eaton. Eaton has been making differential components for a long time. And to the best of my knowledge, they’ve even supplied various OEMs like Toyota. With proven reliability and a robust design, an Eaton locker is built to last for years and miles to come.
If there is anything I’ve learned while overlanding across the West Coast, it’s that my overweight truck is not exactly the most capable rig out there. It sinks in the snow, requires a lot of throttle in the sand, and can feel quite tippy because of the added weight.
One key lesson I picked up from watching experienced Australian overlanders is the proactive use of locking differentials while traversing varied terrain. Instead of waiting until they get stuck and then engaging the lockers, they use the equipment early so they avoid getting stuck in the first place. Adopting this mentality with the Eaton E-Locker (and paired with my factory rear one), it’s easy to say my truck has tackled terrain it never could before.
Note: This installation process is best performed by a professional shop, as it involves welding and requires extreme precision. I had mine performed by Stellar Built.
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Table Of Contents
1. Traction On Demand
An e-locker is simple to operate. With the click of a button or the flip of a switch, the locker’s electronic magnet activates and it engages the gears. From that moment, you gain more traction than before since both wheels are now spinning at the same rate. When a differential is open, power goes to the wheel with the least resistance. That’s great for the road, but terrible for traction off-road.
The Eaton e-locker engages in approximately 0.3 seconds after the button is pressed. The operation is nearly silent, and once engaged, the wheels are fully locked in place. You can turn it on and off as needed to maximize traction or return to everyday drivability.
This ability to choose when to engage the locker is a key feature. While a front locker provides additional traction, it also affects the vehicle’s turning radius, so being able to select when you want that extra grip, and when you don’t, makes all the difference on the trail.
2. Reliable Operation Without Air Lines/Compressors
Unlike their air locker counterparts, e-lockers are a much simpler system overall. They only requires a 12V power source to operate, whereas an air locker needs a compressor, airlines, fittings, etc.
These extra components introduce potential failure points over time. Furthermore, in a pinch, an e-locker can be wired directly to a 12V power source, bypassing all switches for troubleshooting or emergency traction situations.
I’ve often heard that an electronic one isn’t as strong as its air counterpart. But from personal experience, I’ve seen far more issues caused by the additional hardware required for air lockers than with e-lockers themselves. I’ve also seen many rigs with e-lockers take on the Rubicon Trail here in California without a single problem.
3. Complimentary Mod For Rear Locker
If you have purchased a TRD Offroad or TRD Pro Tacoma (or you added one after the fact), it comes with a factory rear e-locker. When paired with the front e-locker, the combination makes your rig extremely capable.
Having both lockers, you can fully lock the truck in 4WD, where all wheels and tires are spinning at the same rate, regardless. This is the ultimate form of traction, allowing two wheels to be off the ground at any given moment on an obstacle and still be able to climb over with the other two.
This also enhances traction capabilities in various terrains, including snow, sand, and mud. Often, when we find ourselves stuck in the snow, it’s because one wheel is sliding on the ice and the other still has traction. A truck on full lockers evens the playing field.
4. Daily Driver Friendly
There are a few other options you can go with, such as a limited-slip differential (LSD). Some of the options are selectable and others are automatic. Since the Eaton e-locker can be turned on and off with a switch (locked or unlocked), this makes it very user-friendly for everyday drivers. For the past four months, I have been driving daily with my front locker installed but not engaged and have not noticed any difference whatsoever.
On the other hand, LSD or positive traction differentials can engage automatically when they detect a loss of traction. LSDs have clutch packs that engage, and a positive traction diff will lock itself when one wheel spins a certain speed faster than the other. What often happens when making a turn on pavement quickly is that the differential can engage mid-turn due to the speed difference between the two wheels, causing a change in turn radius during the turn.
Therefore, having full control of the selectable lockers can prove more daily driver-friendly, so that your truck can operate as designed for the street or as an off-road beast when you would like it to be. There is no need for you to have welded or perm differentials and squeaky tires around every corner.
5. More Predictable Operation
Sometimes a fully locked differential isn’t exactly what you need in the moment. For example, on gravel roads while taking turns at speed, you don’t want a limited-slip differential to engage suddenly. On flat, dry gravel, there’s already plenty of traction. Having control over when the differential engages means you decide when the vehicle’s dynamics change.
This becomes especially important when you have a wheel off the ground on an obstacle. With a selectable locker, you can engage it and smoothly inch forward with improved traction. With a positive-traction differential, you must allow one wheel to spin freely until the system locks itself. That engagement can cause a sudden jolt forward once the diff locks and traction are restored.
With both front and rear lockers installed, your truck gains even more flexibility. You can choose to lock either the front or the rear axle, depending on the situation. On steep climbs, you may prefer to use the front locker to help pull the truck over an obstacle. This is often seen when climbing over a rock; when you hit the break-over angle, the rear end gets light, and your front end needs to finish the pull.
6. Increased Capability For IFS
It’s no secret that independent front suspension (IFS) trucks drive smoother than solid axle trucks. Like everything in this world, there’s a compromise to be made when comparing both ends of the spectrum. In many situations, IFS is not as extreme in off-road capability as a solid axle. However, without going full solid axle and sacrificing a lot of comfort, you can still enhance the overall performance of your IFS setup by adding a locker.
IFS trucks equipped with lockers are less likely to get stuck. A locker is an invaluable tool that, in the hands of both beginner and experienced off-road drivers, significantly reduces the chances of getting stuck. For example, on snowy roads, you can feel the front of the truck start to sink or dig in. By engaging the front locker and easing onto the throttle, you can climb your way out with control.
With an independent front suspension truck, adding a front locker gives you another tool in your belt to tackle the trails. Instead of being part of your recovery kit after you’re already stuck, a locker becomes a proactive measure that helps prevent you from getting stuck in the first place.
7. Reduced Stress On Drivetrain
Large tires, added weight, lifted suspension, and other modifications all put additional strain on a truck’s components. For example, the added weight of 35-inch tires has caused me to break three different CV axles. These failures happened when one wheel lost traction and then suddenly regained it, sending a sharp jolt through the drivetrain.
Before you read what’s next, the important thing with lockers is throttle control. You create more potential for breakages if you’re heavy on the throttle when locked. But locking the differentials helps solve (some) of the issue by keeping all the wheels spinning at the same rate. This controlled wheel speed prevents the massive rotational force of the tires from suddenly stopping. More confidence and a steady, cautious foot equals less wheel spin.
The same principle also proactively protects other drivetrain components, such as the transmission and differentials. Without that protection, repeated abuse will eventually take a toll on the bearings and other wear items that hold everything together.
Furthermore, when an axle breaks, all the power coming out of the differential is directed to the path of least resistance, which means the broken axle. This effectively leaves your truck operating in two-wheel drive. With a locker engaged, however, you can keep the remaining wheels locked together, essentially giving you three-wheel drive and allowing you to limp the truck out of the situation.
8. Backed By Eaton’s Engineering Legacy
Eaton has been in manufacturing for over 114 years and has been producing locking differentials for more than 50 years. Toyota and many OEMs have relied on their products for durability and longevity. In my own line of work in IT, I’ve also seen Eaton’s infrastructure products used repeatedly in large buildings.
Their manufacturing is backed by proven testing, including 7,000-pound trucks running on 40-inch tires without a single failure during their testing. AM General initially developed the e-locker technology for the HMMWV (Humvee) military vehicle and later adapted it for civilian 4×4 use.
With this kind of track record and history, there’s no doubt that Eaton is a trusted name in the world of lockers. Few companies produce lockers at this level of scale and quality, and even fewer can be trusted as an OEM manufacturer/supplier.
Final Thoughts
Having a front locker on my truck has proven to be an invaluable part of the build, giving me the confidence to handle anything I throw at it. When it comes to snow adventures in the California Sierras, a fully locked truck is far more capable. Something I’ve confirmed through personal experience.
When traveling alone, a front locker can also be considered a cost-effective insurance policy to help you out of tough situations. For example, my wife and I once got stuck on a breakover point because of the truck’s 6-foot bed. My first instinct was to get out and pull the winch line, but she reminded me to try the front locker first. Engaging it allowed us to pull up and over the obstacle without issue.
Simply put, if you’re considering a regear and already opening up the differentials, you might as well install a locker at the same time. The benefits far outweigh the downsides… especially when you factor in the cost of an off-road recovery or time lost, which can easily exceed the price of the locker itself.
