This is nice and all but something just feels right when you have to stop half way down a dirt road about 9 beers in just to get out and lock the front hubs in like a true American
The truck I drive for the state is a 2015 f250 base model with the 6.2 gas and I was shocked when they finally replaced our dodge with that and I stepped in it for the first time and saw a shifter still on the floor, I went to try out the 4x4 and I got nothing and I was like well that’s no fun they gave me truck with a bad 4x4, then I said well maybe it’s just so base model that it still somehow has manual hubs and sure enough 😂 I got out and right there on the hub it said lock and free, I had no idea that in 2015 you could still get a truck with TRUE manual hubs and transfercase, along with manual windows and manual door locks. Now that right there is a truck none of this automatic b.s just pure old fashion mechanics.
I hate locking hubs. They always go bad on me when I need them the most. I was so happy the day I got my new truck without locking hubs. No more being stranded when I get stuck.
Well at least until all the automatic plastic internals 4x4 hubs stop working. (I’m not sure if Ford stopped using plastic in their auto hubs, but I do however know on older fords manual hubs are a must, they used shitty plastic components with a spring band. Compared to the mile marker hubs and other ones. If you wanna know something funny, the first time I put locker hubs on. I had zero knowledge of them. I was lazy and didn’t do my research so I tried using the fuckin plastic auto hub parts in a manual application and my wheel fell off😂 I noticed something wrong kind of by how it drove a 1/8th of a mile to my parts store and behind Napa so I wasn’t going but 5 mph. Anyway the guys at Napa were cool and warrantied the hubs but I spent a ridiculous 120$ for the locking hub spindle nut set which you can get from Jeff’s bronco garage online where you can get them for way cheaper. Also for anyone reading this comment if you do, when tightening the 1st spindle nut you torque it to 50-58 ft-lbs and back if off 90 degrees then the lock ring goes on the pin on the first one ( if you aren’t careful with how you use them the pin will slide into the nut) and the second nut goes on to 180 ft-lbs of torque nothing less nothing more. If you messed up at all when installing. Well just hope you’re on something soft when your wheel falls off, because it WILL.
The manual hubs are only if the vacuum system fails. It's a complete on the fly system and given a vacuum system failure you can manually lock the hubs. Way better then dodge where the entire front axle assembly is in constant rotation. People just don't maintain the system properly and have no option but to manually lock.
Just depends on what your preference is. The main attraction to locking/unlocking hubs is being able to drive the truck without the front drive train turning. Which in theory reduces wear and increases fuel efficiency. If the hubs fail to engage, it usually means there’s a vacuum leak in the system. you just have to engage them manually in that scenario. If 4WD doesn’t engage after locking the hubs manually, more than likely the transfer case is failing to engage the transmission (which would be an electrical/ mechanical issue) which would be a point of failure for trucks that don’t have the locking hubs as well.
98 Ranger, 4.0...swapped out the "auto" hubs when they refused to do their part. Easy job too, it literally took longer to take the wheels off than swapping them out.
I’ve experienced problems with the vacuum hubs as well. On this truck as well as my last truck, they had a small leak that prevented engagement. In my situation where I daily drive the truck 80 miles a day, the ability to unlock the hubs is beneficial because of less wear, and it helps MPG. In the event of another failure, I’ll just lock the hub manually.
@AlveySynthetics the only benefit I liked with vacuum is the ability to switch it without having to get out. I've sold many manual hubs through work because of vacuum problems. My ranger uses a switch in the transfer case. I like it as I do not have to stop (low speeds) to go to 4H. I find this handy for driving in snow. MPGs I get about 14 to 17 miles a gallon. 3.0v6 5 speed. What kills fuel mileage where I live is tons of hills
The main benefits are less wear on the front drivetrain, and less drag on the truck because there is less rotating mass. Which translates to better fuel mileage.
Snow contractor here, Love the GMC duramax/Allison combo I think it’s the best drivetrain on the market. I’m not hanging my 900 lb plow 6 inches off my bumper on an IFS suspension. I don’t care what you say. Dodge has a cummins, which with emissions is absolutely a gamble and the rest of the truck is trash. Not to mention a dodge has all those front end components constantly spinning the entire life of the vehicle and just eat them selves apart. So unfortunately ford is leading the heavy front end sector in that aspect, plus my 6.7 went 427,000 with nothing but an EGR replacement, I won’t be looking at a GM until I’m retired and not working the truck or I’m given a dodge for free.
@@giraffemeat44 great comment there. It’s interesting to see that some people actually prefer the lockout hub system. I can definitely see and understand how it would benefit someone in your line of work where front end components are under more stress. Thanks for watching
@AlveySynthetics it's funny, everyone complains about the manual hubs. They're only a fail safe? Strictly a backup for a vacuum system failure which is even more admirable in certain applications. It's on the fly, just like everyone else, just with the added redundancy.
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This is nice and all but something just feels right when you have to stop half way down a dirt road about 9 beers in just to get out and lock the front hubs in like a true American
Absolutely! Thanks for the comment! Looking for video suggestions!
The truck I drive for the state is a 2015 f250 base model with the 6.2 gas and I was shocked when they finally replaced our dodge with that and I stepped in it for the first time and saw a shifter still on the floor, I went to try out the 4x4 and I got nothing and I was like well that’s no fun they gave me truck with a bad 4x4, then I said well maybe it’s just so base model that it still somehow has manual hubs and sure enough 😂 I got out and right there on the hub it said lock and free, I had no idea that in 2015 you could still get a truck with TRUE manual hubs and transfercase, along with manual windows and manual door locks. Now that right there is a truck none of this automatic b.s just pure old fashion mechanics.
Locking hubs just like an old school truck. Love it
Thanks for the comment! Subscribe for more videos like this. Also looking for suggestions
Except the vacum on fords fails often!
Make sure to unlock hubs when 4wd isn’t needed or you’ll chew up those universals
Absolutely!
I hate locking hubs. They always go bad on me when I need them the most. I was so happy the day I got my new truck without locking hubs. No more being stranded when I get stuck.
Well at least until all the automatic plastic internals 4x4 hubs stop working. (I’m not sure if Ford stopped using plastic in their auto hubs, but I do however know on older fords manual hubs are a must, they used shitty plastic components with a spring band. Compared to the mile marker hubs and other ones. If you wanna know something funny, the first time I put locker hubs on. I had zero knowledge of them. I was lazy and didn’t do my research so I tried using the fuckin plastic auto hub parts in a manual application and my wheel fell off😂 I noticed something wrong kind of by how it drove a 1/8th of a mile to my parts store and behind Napa so I wasn’t going but 5 mph. Anyway the guys at Napa were cool and warrantied the hubs but I spent a ridiculous 120$ for the locking hub spindle nut set which you can get from Jeff’s bronco garage online where you can get them for way cheaper. Also for anyone reading this comment if you do, when tightening the 1st spindle nut you torque it to 50-58 ft-lbs and back if off 90 degrees then the lock ring goes on the pin on the first one ( if you aren’t careful with how you use them the pin will slide into the nut) and the second nut goes on to 180 ft-lbs of torque nothing less nothing more. If you messed up at all when installing. Well just hope you’re on something soft when your wheel falls off, because it WILL.
The manual hubs are only if the vacuum system fails. It's a complete on the fly system and given a vacuum system failure you can manually lock the hubs. Way better then dodge where the entire front axle assembly is in constant rotation.
People just don't maintain the system properly and have no option but to manually lock.
Just depends on what your preference is. The main attraction to locking/unlocking hubs is being able to drive the truck without the front drive train turning. Which in theory reduces wear and increases fuel efficiency. If the hubs fail to engage, it usually means there’s a vacuum leak in the system. you just have to engage them manually in that scenario. If 4WD doesn’t engage after locking the hubs manually, more than likely the transfer case is failing to engage the transmission (which would be an electrical/ mechanical issue) which would be a point of failure for trucks that don’t have the locking hubs as well.
@giraffemeat44 you don't understand how the dodge disconnect works if you think it all turns when the truck is moving.
@skatir9 every ram I see the u joints are fully spinning even in 2wd, so?
98 Ranger, 4.0...swapped out the "auto" hubs when they refused to do their part. Easy job too, it literally took longer to take the wheels off than swapping them out.
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2001 b3000 (ranger) live front axle. Think this was the first year for them. Rest were vacuum/lockers. Always hated vacuum hubs.
I’ve experienced problems with the vacuum hubs as well. On this truck as well as my last truck, they had a small leak that prevented engagement. In my situation where I daily drive the truck 80 miles a day, the ability to unlock the hubs is beneficial because of less wear, and it helps MPG. In the event of another failure, I’ll just lock the hub manually.
@AlveySynthetics the only benefit I liked with vacuum is the ability to switch it without having to get out. I've sold many manual hubs through work because of vacuum problems.
My ranger uses a switch in the transfer case. I like it as I do not have to stop (low speeds) to go to 4H. I find this handy for driving in snow. MPGs I get about 14 to 17 miles a gallon. 3.0v6 5 speed. What kills fuel mileage where I live is tons of hills
Locking hubs standers manual dif
Who the hell doesn't know these things?
I’ve had several ask me personally so I figured there were others. 😂
Literally 90% of drivers
Don't judge guys, he's from a sheltered small town and thinks differently
So many trucks have gotten stuck because those just stop working lol
The issues folks have from having locking hubs are usually caused by a misunderstanding of their purpose.
@@AlveysAngle talking about the vacuum system....
What’s the benefit?
The main benefits are less wear on the front drivetrain, and less drag on the truck because there is less rotating mass. Which translates to better fuel mileage.
@@AlveysAngle but don’t I get the same benefits without them in my 2023 4x4 Tacoma?
@@JPizzle4Shizzle85 not unless you have locking hubs
makes 0 sense. what's the point of manual locking hubs with an auto feature.
You only have to lock them if the auto feature fails.
@@AlveysAngle ah ok.. good to know
Who would drive aFord
The more I work on mine, I ask myself that question often.
Snow contractor here, Love the GMC duramax/Allison combo I think it’s the best drivetrain on the market. I’m not hanging my 900 lb plow 6 inches off my bumper on an IFS suspension. I don’t care what you say. Dodge has a cummins, which with emissions is absolutely a gamble and the rest of the truck is trash. Not to mention a dodge has all those front end components constantly spinning the entire life of the vehicle and just eat them selves apart.
So unfortunately ford is leading the heavy front end sector in that aspect, plus my 6.7 went 427,000 with nothing but an EGR replacement, I won’t be looking at a GM until I’m retired and not working the truck or I’m given a dodge for free.
@@giraffemeat44 great comment there. It’s interesting to see that some people actually prefer the lockout hub system. I can definitely see and understand how it would benefit someone in your line of work where front end components are under more stress. Thanks for watching
@AlveySynthetics it's funny, everyone complains about the manual hubs. They're only a fail safe? Strictly a backup for a vacuum system failure which is even more admirable in certain applications. It's on the fly, just like everyone else, just with the added redundancy.
Fords biggest mistake