I have a few questions. First, the E-locker obviously needs some rotation to engage, so does it pay to apply a very small amount of throttle (after switch is turned on) to lock the diff before applying greater power, to avoid excessive wear? Does our e-lock diff makes any noise when engaging the magnet (switch)? Or the only noise we should hear is when it actually locks?

And finally, when differential is not locked, if you mash the throttle enough to spin a wheel (like on gravel), would one particular wheel will always spin (left or right) in our trucks? If yes, which one on a truck with the 9.75 e-locker? Thank you.

 

You can usually hear the actuator engage if you are under the truck, but I can't really hear anything inside the truck. I don't hit the throttle. If it doesn't engage, just roll forward or backwards.

In an open diff, the wheel with least traction spins.

 

1. Throttle should not have any effect on the e-lock. Rotation is a function of vehicle speed as the differential carrier is attached to the crown gear.

2. I've never heard any noise when turning on the diff lock, but then again, I don't use it a lot, have the radio on.

3. When the diff is operating in open mode the wheel that will spin is the one with the lowest traction (but you would have to have the Traction Control turned off to accomplish this).

 

"Throttle should not have any effect on the e-lock. Rotation is a function of vehicle speed as the differential carrier is attached to the crown gear."

The description of the E-Lock action does indicate some slippage between the driven wheels occurs before the locker engages, the same mechanism allows it to slip in rotation as torque is removed. This slippage is why a mechanical or air locker is preferred in primarily off-road differential choices.KM

 

This completely explains what was happening, as far as I can tell!

Thank you Sir!

 

So if I understand the cam system Ford uses on their locking axles, while in reverse there would be no ability for this design to lock the axles, right?

 

I think you probably were experiencing Traction Control fighting the ELD. I noticed the same thing when I tried mine in wet grass/2WD at low speed. It got to chucking and banging petty bad. Pulling the 60a TC fuse makes it go away. Of course you get a series of warnings on the info center, but they disappear as soon as you reinstall the fuse. It's kind of dumb that you can't shut TC completely off like you can in a Raptor. In a 150, One Wheel Spin Control is always active.
The ELD is OK, but the Powertrain Control Module (aka Big Brother) decides when you can use it. An Eaton TrueTrac is a far more useful and practical differential unit. I put one in my '05 and absolutely loved it. It's always active so no one-wheel-peel in the rain or other low traction situations. I've given serious consideration to ditching the ELD in my '13 and replacing it with a TT.

 

Not really a cam instead a set of ***** in ramped groves forced together with magnetic plates raising pins into receivers. As to reverse I never noticed or tried so????
KM

 

My understanding, not having had one apart, is Fords ELD will lock in reverse but it takes a small amount of not locked wheel movement to cam up and lock the pins in when changing direction. Go forward it has to lock by camming up the other direction so there is again a small amount of wheel "spin" to get "cammed" up the other direction. So engaged and changing forward to reverse there has to be some single wheel "spin" to get cammed up and locked either direction.

GD

 

The ball ramps are the same is reverse as in forward. Works the same way in either direction. As someone already stated - if you change directions, it first unlocks -then ramps the other way to re-lock
Which takes maybe 1/2 a tire rotation in total.