Harrop Eaton ELocker

[JSparky]

Is anyone running a Harrop Eaton ELocker in their 5th gen? Seems like a popular option in the Land Cruiser community. I'm curious if anyone has experience with these in our rigs and how installation went. I was leaning towards TJM Pro Lockers but I can see how a reliable electric locker has its advantages over pneumatic+electric systems.


A11110 Harrop Eaton ELockerâ„¢ ? YotaLockers.com

 

[Jetboy]

Is anyone running a Harrop Eaton ELocker in their 5th gen? Seems like a popular option in the Land Cruiser community. I'm curious if anyone has experience with these in our rigs and how installation went. I was leaning towards TJM Pro Lockers but I can see how a reliable electric locker has its advantages over pneumatic+electric systems.


A11110 Harrop Eaton ELockerâ„¢ ? YotaLockers.com

I haven't used one - but it would probably be my choice. My biggest beef right now is why they hell are they so expensive? The D44 version is around $750. It's practically identical other than some small machining differences in spline count, bearing diameter, and bolt pattern for the ring gear. For manufacturing purposes they should be very similar in cost. Even an OEM rear differential assembly with locker from Toyota is only around $1,100 and that's the complete third member with ring and pinion, housing, bearings, etc. The Harrop is overpriced at $975 - (converted to USD).

 

[Engineer]

Its been over a year but I talked to their sales staff and got some install literature, IIRC there is some minor case modification/grinding required to get it to fit (just an FYI). If I get a front locker I will likely go this route. I do not believe any one has installed one on these forums that I have seen.

 

[delloro]

I The Harrop is overpriced at $975 - (converted to USD).

And, you will never find one in the US for that price.

 

[JSparky]

It is pricy.. interesting.

 

[4Rager]

Who else has a front locker on here? I know [MENTION=89562]bimrunner[/MENTION] has one. If you guys were to do it again, does a front locker really get you that much more capability vs A-TRAC? From my experience A-TRAC has been enough, but if you really want to push the limits of the 5th gen I could see where it's an advantage. Plus locked IFS runs a greater risk of breakage due to forcing both wheels to spin at the same rate when they're in different planes.

 

[STX4Runner]

Who else has a front locker on here? I know [MENTION=89562]bimrunner[/MENTION] has one. If you guys were to do it again, does a front locker really get you that much more capability vs A-TRAC? From my experience A-TRAC has been enough, but if you really want to push the limits of the 5th gen I could see where it's an advantage. Plus locked IFS runs a greater risk of breakage due to forcing both wheels to spin at the same rate when they're in different planes.

[MENTION=78273]Jeremy556[/MENTION] has one too. And he has like 315s or something and wheels hard...no breakage yet.5th Gens have very good CVs, but you still should be smart in your application of it. For me, ATRAC has been enough, and I've put mine through the paces for being a big IFS vehicle, but a front would make many difficult obstacles much more elegant to get over.

 

[Vinsil]

Let me preface this with the fact I haven't used ATRAC yet nor have I been around anyone who has.

My last 4 landcruisers and my 1st gen runner all had ARB's front and rear. I rarely used the front locker but the above guy makes a great point. The more traction you have...USUALLY gives you less stress going over obstacles. Now...rockcrawling and mud are two exceptions where you might find yourself spinning tires trying to gain traction.

I always tried to avoid turning against the steering stops, getting my front end over something trying to use to pull the rig over....you know, don't bind it up. Turn off the locker, take a different approach, etc.


As for having a front locker, I didn't use it enough to justify it on this rig but I'm not rockcrawling or going hardcore with this one either.

I look forward to trying out ATRAC to see how well it works but a rear locker and smart driving will get me there. I also had so much great luck with ARB....I'd do them again. I know the lines, compressor, adding complexity might scare off some, but they are solid units, and IF INSTALLED correctly, you won't have issues. I carried repair items on all four rigs..and you know what? Never once did I need them. In fact I bought for the first rig and it moved from rig to rig...I still have it in the bottom of my tool box...so I guess if I ever got another one, I'm covered. Lol

 

[Jeremy556]

[MENTION=78273]Jeremy556[/MENTION] has one too. And he has like 315s or something and wheels hard...no breakage yet.5th Gens have very good CVs, but you still should be smart in your application of it. For me, ATRAC has been enough, and I've put mine through the paces for being a big IFS vehicle, but a front would make many difficult obstacles much more elegant to get over.

Just rolled 171,000 miles today. Front locker and 4.56 gears were installed at 90,481 miles. Still on original CVs, axles, TREs, etc.

It seems CVs usually tend to let go when a wheel gets spinning to high RPMs and then suddenly finds traction. I think the locker helps prevent that situation by making the wheels turn at the same speed. The ARB carrier is stronger than stock, but I'm sure you could still do some catastrophic damage to the aluminum clamshell if you try hard enough.

If your wheels are anything other than straight, it puts major strain on the steering rack and that is really my greatest concern when using the front locker.

I think if you are doing gears anyway, you might as well go all in and do the locker at the same time. If not doing gears, I probably wouldn't bother with the front locker. All of the places it has made a worthwhile difference have been avoidable obstacles on harder trails. Even with the front locker I have had to winch, hilift and rockstack, or dig my way out of several stucks.

 

[jwkilgore]

I think if you are doing gears anyway, you might as well go all in and do the locker at the same time. If not doing gears, I probably wouldn't bother with the front locker. All of the places it has made a worthwhile difference have been avoidable obstacles on harder trails. Even with the front locker I have had to winch, hilift and rockstack, or dig my way out of several stucks.

This. This forum planted dreams of a totally modded-out trail rig capable of comfortable daily driving, but real-world financial issues keep me grounded (wife still unemployed). Maybe in a few years.

But when that time comes, my logic agrees with Jeremy. If I'm going to break into a Toyota rear differential to install a locker, I will have already greatly upsized my tires so I will need to give serious thought to regearing while in there. If I'm regearing the rear I'll also need to regear the front. If I'm opening up the front why the heck not install a locker while in there? :decision:

So basically I'm saying a rear locker will cost me about $4000-$5000 once I get done with everything. :wof:

But if not doing gears, just the rear locker plus front ATRAC will get your rig all sorts of places.

 

[bimrunner]

Who else has a front locker on here? I know [MENTION=89562]bimrunner[/MENTION] has one. If you guys were to do it again, does a front locker really get you that much more capability vs A-TRAC? From my experience A-TRAC has been enough, but if you really want to push the limits of the 5th gen I could see where it's an advantage. Plus locked IFS runs a greater risk of breakage due to forcing both wheels to spin at the same rate when they're in different planes.

Just rolled 171,000 miles today. Front locker and 4.56 gears were installed at 90,481 miles. Still on original CVs, axles, TREs, etc.

It seems CVs usually tend to let go when a wheel gets spinning to high RPMs and then suddenly finds traction. I think the locker helps prevent that situation by making the wheels turn at the same speed. The ARB carrier is stronger than stock, but I'm sure you could still do some catastrophic damage to the aluminum clamshell if you try hard enough.

If your wheels are anything other than straight, it puts major strain on the steering rack and that is really my greatest concern when using the front locker.

I think if you are doing gears anyway, you might as well go all in and do the locker at the same time. If not doing gears, I probably wouldn't bother with the front locker. All of the places it has made a worthwhile difference have been avoidable obstacles on harder trails. Even with the front locker I have had to winch, hilift and rockstack, or dig my way out of several stucks.

This^. Also, I have been in numerous situations where a locker is far superior to a-trac due to needing slow full grip on highly off camber, technical situations where total control is necessary to stay on the correct line and get through or over an obstical. It also is something I use only as long as absolutely necessary and then turn off as soon as I can. I am sure you could do the trails I run without a front locker but not as safely and not without a higher probablility for needing to winch through or strap up to stay in just the right spot. It also helps when dragging the rig over rocks that there is absolutely no way to clear. I have slid my rig over more rocks than I care to admit and going up a wet boulder on a steep incline with only one possible line that is tight, lockers help.

 

[wfo9]

Just rolled 171,000 miles today. Front locker and 4.56 gears were installed at 90,481 miles. Still on original CVs, axles, TREs, etc.

It seems CVs usually tend to let go when a wheel gets spinning to high RPMs and then suddenly finds traction. I think the locker helps prevent that situation by making the wheels turn at the same speed. The ARB carrier is stronger than stock, but I'm sure you could still do some catastrophic damage to the aluminum clamshell if you try hard enough.

If your wheels are anything other than straight, it puts major strain on the steering rack and that is really my greatest concern when using the front locker.

I think if you are doing gears anyway, you might as well go all in and do the locker at the same time. If not doing gears, I probably wouldn't bother with the front locker. All of the places it has made a worthwhile difference have been avoidable obstacles on harder trails. Even with the front locker I have had to winch, hilift and rockstack, or dig my way out of several stucks.

Agree with this, I've had the front locker on my truck for a few years now. Spent many hours attempting very difficult obstacles... No broken parts yet... but the front locker is not fire and forget/idiot proof like the rear.. It takes some time to learn how to use it properly and when not to use it. It also works much better with proper gearing.

As far as what it adds goes (and is it necessary)... It is very significant. I've wheeled side by side with many 5th gens built to similar levels without the front locker and the difference is huge. Sort of like cheating... Also, I really believe there is less overall stress since you can crawl up many things that require lots of momentum and alternating wheel spin with ATRAC. In many cases I just walk up thing that the other trucks need a pull or winch (granted some of that is tires and wheel travel...)

For most folks.. I think it is totally unnecessary. If you do what most 5th gens do and stick to moderate trails and basic general use... it's overkill. However, if you are the type of person who goes looking for the difficult stuff and want to constantly push the limits and find challenges... it is well worth the investment. Lockers are more or less a fundamental building block of any hard core trail rig. That does not mean everyone needs them..

Just make sure you learn how to use it... The general rule is front wheels somewhat straight...but you can steer pretty sharp as long as you are moving and are in a situation where there is very limited traction (where a locker is needed in the first place). It's hard to explain.. but you sort of have to use the throttle to steer. There are situations where you can get completely bound up with no steering to speak of. It can be scary in off camber climbs...You have to shut the locker off and roll back a bit to get steering back. Happened to me a bunch at first, but very rare once you get the feel for it. Overall, I agree with Jermey - the biggest concern with the locker in terms of durability is the steering rack, but I think that can be somewhat mitigated with proper use. It should be off 99% of the time unless you are a crazy person doing king of the hammers or something.

 

[Jetboy]

FWIW - I'm genuinely shocked by how strong the front CVs are. As a long time Toyota offroader, it has always been the rule that IFS is okay for stock tires and up to 33's with open front diff. A front locker and 33's generally would mean at least one broken axle per trip. The 5th gen front cvs are soo much better than the old stuff. I don't know where the limit is, but the front diff is now a standard rotation as opposed to a reverse 8" like the 100 series. And that's a good thing. Although it runs on the coast side in forward, usually in my experience you'll blow up a diff in reverse. The standard rotation front diff in the 5th gen is strongest in reverse where failure typically occurs.

Toyota did a great job of getting the front IFS right. I'd guess they're on par with or stronger than almost any 3/4 ton ifs truck out there. I've broken one in a GM HD2500 and it actually twisted off the splines - with stock tires. Granted that truck has an 8.1L engine and more power than you'd ever need breaking a CV is unexpected in stock form. I doubt we'll ever see that happen with the front CV's on these trucks. Side by side with an normal 8" birfield they are around 50% larger. I'd love to get one on a test rack to see what kind of force they can withstand.

 

[wfo9]

FWIW - I'm genuinely shocked by how strong the front CVs are. As a long time Toyota offroader, it has always been the rule that IFS is okay for stock tires and up to 33's with open front diff. A front locker and 33's generally would mean at least one broken axle per trip. The 5th gen front cvs are soo much better than the old stuff. I don't know where the limit is, but the front diff is now a standard rotation as opposed to a reverse 8" like the 100 series. And that's a good thing. Although it runs on the coast side in forward, usually in my experience you'll blow up a diff in reverse. The standard rotation front diff in the 5th gen is strongest in reverse where failure typically occurs.

Toyota did a great job of getting the front IFS right. I'd guess they're on par with or stronger than almost any 3/4 ton ifs truck out there. I've broken one in a GM HD2500 and it actually twisted off the splines - with stock tires. Granted that truck has an 8.1L engine and more power than you'd ever need breaking a CV is unexpected in stock form. I doubt we'll ever see that happen with the front CV's on these trucks. Side by side with an normal 8" birfield they are around 50% larger. I'd love to get one on a test rack to see what kind of force they can withstand.

I have a friend I wheel with quite often that has an old IFS first gen 4runner (86). He does go through a few CVs a year, but still it is amazing what that truck survives. He wheels the crap out of it and runs an auto locker up front. It blows my mind that it has held together with how bad he beats on it. He runs 33x12.5 mud terrains. Granted, he can change a CV in 15 minutes he has done it so often, but it is not horrible having a weak link like that. The other thing that makes it so nice on a first gen like that is the manual hub. If it breaks towards the end of the day... you just unlock the hubs and drive home... He runs those crappy CVs from autozone and just keeps taking them back when one breaks and gets a free replacement. I keep urging him to solid axle swap it.. but that truck is so light with the IFS.. and it drives good o the road with the little 22re.

 

[Jetboy]

A couple in a 100 series blew a birfield on the Golden Crack trail in Moab last year. They were able to limp out to swap it back in moab, but it was a pretty big PITA to pull out. With all the gear, bumpers, RTT, etc. a 100 can get really heavy pretty quick. The lower ball joint bracket on the 5th gen is a godsend should you ever have to pull one out. It makes it so much easier if you don't have to separate a ball joint in the middle of BFE. Frontrange Offroad is working on IIRC a bolt in swap for the front IFS setup from a 5th gen into earlier models of 4runner. With the lighter weight it should be really durable for those guys. I don't know what the cost is though.

 

[05Rrunner]

Just rolled 171,000 miles today. Front locker and 4.56 gears were installed at 90,481 miles. Still on original CVs, axles, TREs, etc.

It seems CVs usually tend to let go when a wheel gets spinning to high RPMs and then suddenly finds traction. I think the locker helps prevent that situation by making the wheels turn at the same speed. The ARB carrier is stronger than stock, but I'm sure you could still do some catastrophic damage to the aluminum clamshell if you try hard enough.

If your wheels are anything other than straight, it puts major strain on the steering rack and that is really my greatest concern when using the front locker.

I think if you are doing gears anyway, you might as well go all in and do the locker at the same time. If not doing gears, I probably wouldn't bother with the front locker. All of the places it has made a worthwhile difference have been avoidable obstacles on harder trails. Even with the front locker I have had to winch, hilift and rockstack, or dig my way out of several stucks.

It does not have in aluminum clamshell. Toyota has a cast-iron clamshell.