English Description
TF-Locker overall Feature
Specification
Extreme traction performance
Enables a 2 Wheel Drive to outperform a 4 Wheel Drive in poor traction conditions
Gives 4 Wheel Drive vehicles ultimate traction performance
Maximum power to both wheels off the line and in high g turns
Torque transfer limited only by the strength of other driveline components
Dreaded wheel spin is eliminated
Smooth and quiet operation
Synchronization mechanism minimize ratcheting sound typical of locking differentials
Backlash effects are minimized because of special spring/saddle design
Rapid, smooth engagement and disengagement
Virtually transparent until its extreme traction is needed
Strong and Durable
1 year warranty
Takes 6,000 to 36,000 ft-lbs of torque. Much stronger than the axles
Improves driveline durability by eliminating wheel spin and the associated driveline trauma
Zytanium construction is 67% stronger than titanium
No wearing surfaces. No friction clutch packs to burn out
Easy to Install
Installs in the existing differential case- no need to reset the ring & pinion
No special tools are required
No special gear oil or friction additives are needed
Most models installed in less than one hour
Introduction to TF Locker
The TrackFinder TF-Locker easily installed in existing case assemblies without any special tools or setup equipment. It has been widely used in demanding off-road applications around the world requiring extreme traction output and high-strength.
Because the TF-Locker eliminates wheel spin-up and therefore its associated driveline trauma is negated, the strength and integrity of its surrounding original case and other driveline components are, in effect, substantially increased. Cases that occasionally fail with open or limited-slip/posi differentials become one of the strongest links in the drive train when equipped with the TrackFinder TF-Locker.
The TF-Locker has been used in the harshest conditions around the world by hard-core off-roaders, in towing applications, and even United Nation vehicles in rugged terrain.
For traction output, strength and durability, the TrackFinder TF-Locker. rivals much more expensive competitive lockers sold only as complete case replacement assemblies. It is a leading product because the TF-Locker delivers as much traction output, its end assembly is exceptionally strong, is much less expensive, and does not require professional installation (because the complete case assembly does not have to be replaced and realigned with precision calibration equipment). An excellent choice for off-road vehicle applications, performance enthusiasts also began using the TF-Locker LOCKER to satisfy their extreme traction requirements for racing, hot-rods and muscle cars.
The TF-Locker's operation is fully automatic. Designed to send the engine power to the wheels with the most traction, the TF-Locker will help get you where you want to go. While traveling straight the TF-Locker will lock the axles together similar to a spool. However, when the wheels need to differentiate in a turn, the TF-Locker will allow the outside wheel to rotate faster to complete the turn. The internal gears on the TF-Locker will overrun each other to allow this differentiation.
When operating off-road, the TF-Locker will always send the engine power to the wheels that need it most. For example, if you are rock crawling and one wheel is in the air (complete loss of traction), the wheel on the ground will receive the engine power and keep you going. Whether it be snow, sand, mud, ice, etc... the TF-Locker will give you the traction you need.
TF Locker Installation
A key feature of the TF Locker Extreme Traction System is that it installs easily in the existing differential case so there is no need to realign the ring and pinion gears. 2-pinion differentials are the easiest to install and do not require removal of the case. 3-pinion and 4-pinion differentials use split cases, requiring case removal. However, because the case is not replaced, all setup parameters are preserved so the installation is still not difficult. The entire installation can be completed in about an hour with basic tools. No special setup is required. At special events, TrackFinder demonstrates the ease of installation by installing the TF Locker Extreme Traction System in prepared vehicles in under 5 minutes.
Limited-slip/posi and centrifugally activated differentials can be as easily upgraded with a TF Locker Extreme Traction System as can open differentials. When upgrading a limited-slip/posi differential, it is only necessary to remove preload springs before removing the spider gears, and to remove the friction plates after removing the side gears. For centrifugally activated differential upgrades, it is necessary to remove the governor counter weight and tumbler assembly before removing the spider gears (GM Gov-Lock). TF Locker provides a special tool with each centrifugally activated differential model that easily facilitates this step.
Operation
The TF Locker Traction Systems are the only differential that offers the maximum traction performance of a locking differential with the smoothness of a limited-slip/posi differential. It delivers power to both wheels through intermeshing teeth in such a way that one wheel cannot be powered ahead of the other. A specially contoured saddle ensures direct engagement of the intermeshing teeth. The TrackFinder System features a precision synchronization mechanism that holds the driver and coupler disengaged throughout a turn, so the unit remains quiet and operates smoothly. In addition, the springs mounted in the saddle (that impinge on the pinion cross shaft) and the turning resistance of the synchronization mechanism help damp out backlash effects. As a result, the TrackFinder System's operation is virtually unnoticeable to the vehicle driver until its extreme traction performance is required.
Production Package
300 : Coupler
700 : Spacer
610 : Driver
620 : Pin
630 : Spring Set
The figure below illustrates the operation of the precision synchronization mechanism. In the figure the TF Locker Traction System driver disengages to allow wheel differentiation, the synchro ring rotates with the coupler and the teeth of the synchro ring travel under the extended teeth of the driver. The synchro ring continues to rotate with the coupler until it contacts the spacer paddle. The spacer paddle then stops the synchro ring, thereby controlling the specific amount of overlap of the synchro ring teeth relative to the extended teeth of the driver. The overlap position of the synchro ring prohibits the driver teeth from reengaging with the coupler teeth. As the coupler continues to rotate through the turn, the driver is held disengaged from the coupler and the coupler teeth are able to spin freely over the driver teeth. This precision operation eliminates the common ratcheting sounds and harsh characteristics associated with other locking differentials.
After the vehicle comes out of the turn, the speed of the two wheels equalize and a slight rotation of the coupler in the opposite direction carries the synchro ring out from under the extended teeth of the driver, thereby allowing the driver and coupler to fully reengage and connect the two axles together again. The result is maximum traction, full differentiation, smooth action and quiet operation.
Figure - A precision synchronization mechanism controls engagement and keeps intermeshing teeth disengaged for quiet turns and smooth operation.
The springs in the saddle of the driver help cushion backlash. When the vehicle is under power, the driveline acts as a large torsion spring. When power is relieved, the driveline travels backwards moving the cross-shaft from the front side of the saddle to the back-side of the saddle. The springs in the saddle slow the cross-shaft travel and cushion its contact with the saddle, making the operation considerably quieter. Frictional resistance between the retaining ring (nested within the synchronization ring) and the coupler also helps damp backlash effects. When power is relieved while in a turn, or when just transitioning from drive to coast, the paddle turns the synchronization ring as the cross shaft moves from the front to the back of the saddle. The frictional resistance of the retaining rings works to absorb the elastic energy in the driveline and, together with the saddle springs, helps eliminate driveline resonance.
The TF Locker Traction System offers a superior combination of maximum traction, smooth and quiet operation, plus easy installation within the existing differential case. Other differentials require the entire differential case be replaced and expensive new bearings press fitted onto the case. Consequently, the ring and pinion gears that drive the case require exact realignment performed only by professionally trained driveline mechanics. Conversely, because the TF Locker Traction System easily installs in the existing case without disturbing the critical setup of the ring and pinion gears, even the do-it-yourselfer can install the device, in about an hour, without any previous experience or special tools. Since it can be easily installed by the do-it-yourselfer, any mechanic, at any type of service facility, can also install the TF Locker Traction System. The strength, durability and reliability of the TF Locker Traction System have all been perfected. Geometries of the saddle and the intermeshing teeth profiles have been optimized to maximize both engagement strength and torque transfer output. An increase of 20% in power transferring teeth contact was achieved for non-C-Clip models and an increase of over 40% for C-Clip models. All C-clip models maintain tooth continuity throughout to preserve tooth pattern symmetry and to maximize strength. The TF Locker Traction System incorporates an internal access slot for effectively installing the C-clip without the need for teeth elimination that adversely reduces traction output levels. Overall design results allow the TF Locker Traction System models to withstand over 6,800 ft-lb of torque per axle for very small differential applications (representing 75% more torque capability than the axles themselves), to well over 35,000 ft-lb for large differential applications (representing up to 250% more torque capability than the axles themselves).
