This is exactly what I'm waiting for. Hoping to have some insight here from all of you brave early adopters so I know what to spec when we order our MY22.
I wouldn’t do it if it isn't DIO and covered by warranty. I wonder if a locking rear axle assembly from the new ranger will bolt in.
I saw the accessory list and almost got excited, but no option for a locking or limited-slip 3.73. By the time you match the front to the new rear you're more than halfway to just buying the Sasquatch package in the first place.
That’s the unfortunate part of the situation is not being able to get a straight answer from them about it before ordering. I’m a late reservation but not sure if anyone with a base model will be looking into this in time for me to switch builds.
It's taken me months of learning and consideration but I've about come to this conclusion as well. My ideal set up would be LSDs without lockers and geared steeper to accommodate 33" tires. The advanced 4x4 i see value in as well.
I have been kicking around similar thoughts, but ended up placing an order for a 4 door Base SAS.I tried talking myself out of the SAS package, but even my rational, pragmatic side failed to do it.
That's a good idea (to ask Ford about the gears being welded or bolted). While I'd be happy to do so, I don't know enough to understand what to ask in any more detail than I just did. It's worth exploring, and yes it was you that I got that idea from initially! Ha.Not for nothing, but has anyone actually asked Ford about the locker combinations or welded ring gears? We say that we don't have a straight answer, but has that specific question actually been asked? It seems extremely specific to come up in one of the Q&A sessions.
My speculation has been based on the knowledge that Ranger takes this approach to the diff structures. The platforms are shared, the axles are from the same supplier and they're processed on the same assembly lines (sharing common processes is huge there). So it all stands to reason, but its all circumstantial.
Also FWIW, it could be as simple as swapping the appropriate parts in, plugging in the locker solenoid to a harness that's already there, and activating it in Forscan. If you can bolt the diff in, then either the Ranger locker or the Bronco locker - which are probably the same - might be all you need.
But, for the record, I was searching the service parts on Tasca Ford's website. The Ranger locker is not listed as a part that is available to order. That doesn't mean it isn't, but it isn't shown. What it shown, however, are different axle shafts for the locking axle versus open. The open uses the same shaft on both sides, whereas the locker has a left and a right shaft. The only reason they'd do that is if the locking diff design forced the side gear splines to be offset (to make room for the locking hardware). This is not uncommon in this business.
That means that there is a different length shaft for each side, neither being the same as the open. So it could also be that not only do you have to buy the locker, the ring & pinion set, but you'd also need axle shafts to make the swap over from basic open. So yeah, it starts to get complicated and pricey if these things are true.
That sounds very similar to how I think, and overthink, things. The wife just gave the okay so I'll likely get it too.
I've seen the diagrams and there are no bolts on the carrier/diff without a locker. Unless Ford changes something before production, we're getting a welded ring gear on non-locker models.4
If you receive an answer from Ford do share it with us here. It'd be appreciated!
