Limited slip diff. Or locker

[jasonzee]

What's better for a truck that plows snow to get better traction. This truck might be driven also so will milage be afected?.

 

[Industrial Toys]

I would think that a locker could make it rather obnoxious to maneuver.

I find my Truck fuel consumption increases when I drive it. lol

 

[4570Man]

A locker that disengages would be the best. A permanently locked diff would be awful.

 

[Industrial Toys]

Most stock OEM trucks set up for plowing seem to do a pretty respectable job. No point re-inventing the wheel.

 

[Sawyer Rob]

I have several of both...

They both are just a generic name, so you need to say the exact brand to get the info you want.

In general, a TRUE locker is better off road, and a limited slip is better on road...

A locker that's air or electric operated gives you the best of both worlds...

SR

 

[Clint S]

A locking diff disengages when going around corners etc. There are some that you can manually lock and unlock. A permanently locked diff is a spool ( or an open diff that has been welded solid). Locking diffs can be a bit tricky especially in 2wd and on ice. If it senses one tire going faster on ice (like around a corner) it will unlock and then "slam" back in when loaded . With both tires going it can kick you sideways. Some make a little noise when locking. Tire wear and gas milage decrease with a locker. A limited slip will remain "open" unless one tire loses traction. That said if you drive a ton go with the LS if it is more of a work/farm truck the LD would not disappoint you when plowing

A locker that disengages would be the best. A permanently locked diff would be awful.

 

[paulfun9]

A locking diff disengages when going around corners etc. There are some that you can manually lock and unlock. A permanently locked diff is a spool ( or an open diff that has been welded solid). Locking diffs can be a bit tricky especially in 2wd and on ice. If it senses one tire going faster on ice (like around a corner) it will unlock and then "slam" back in when loaded . With both tires going it can kick you sideways. Some make a little noise when locking. Tire wear and gas milage decrease with a locker. A limited slip will remain "open" unless one tire loses traction. That said if you drive a ton go with the LS if it is more of a work/farm truck the LD would not disappoint you when plowing

Funny but not one of my locking diffs disengage when going around a turn. If they did I would have had to return them as defective.
The hard turning I experience is not from it re engauging but because the tires are pulling at the same speed as each other while trying to turn and since the distance they actually need to turn is different in order to turn smoothly.

 

[jasonzee]

I was looking at the Detroit true track.

 

[4570Man]

A locking diff disengages when going around corners etc. There are some that you can manually lock and unlock. A permanently locked diff is a spool ( or an open diff that has been welded solid). Locking diffs can be a bit tricky especially in 2wd and on ice. If it senses one tire going faster on ice (like around a corner) it will unlock and then "slam" back in when loaded . With both tires going it can kick you sideways. Some make a little noise when locking. Tire wear and gas milage decrease with a locker. A limited slip will remain "open" unless one tire loses traction. That said if you drive a ton go with the LS if it is more of a work/farm truck the LD would not disappoint you when plowing

I’ve never had a limited slip lock when I was turning. A permanently locked diff would really suck. There’s a good reason no vehicles come that way. They’ll scrub terrible when turning on dry asphalt and in poor traction I imagine it’ll be a hassle to turn at all.

 

[sd455dan]

What's better for a truck that plows snow to get better traction. This truck might be driven also so will milage be afected?.

Best of worlds for an after market carrier imo is the Auburn Gear Select-A- Lock May not be available for some trucks

At the flip of a switch,
Fully open
limited slip
fully locked

 

[jasonzee]

Best of worlds for an after market carrier imo is the Auburn Gear Select-A- Lock May not be available for some trucks

At the flip of a switch,
Fully open
limited slip
fully locked

Il look that up!

 

[Clint S]

Funny but not one of my locking diffs disengage when going around a turn. If they did I would have had to return them as defective.
The hard turning I experience is not from it re engauging but because the tires are pulling at the same speed as each other while trying to turn and since the distance they actually need to turn is different in order to turn smoothly.

.
Then it is not a locking diff. The term locking implies it locks and unlocks , unless it is a manual locker which will stay locked when you push the buton or pull the lever. https://www.google.com/url?sa=t&sou...Vaw2TS_6IipwgfKPZEwk1Uczr&cshid=1575244714640

 

[Clint S]

That is a limited slip and will suit you well. A limited slip will not "lock" both axles together so each tire HAS to spin equally. It will just transfer power from the wheel that is slipping to the other side until they gain traction or both spin. Unlike a locked diff the tires can move at different speeds and still have power.

I was looking at the Detroit true track.

 

[Raspy]

The locker in my Rubicon does not disconnect on corners. Never heard of one that does. But the Detroit locker acts sort of like it does by allowing either wheel to turn faster, but not slower than the driven speed. A rachet affect. This is not much better than locked because all the drive goes to the inside wheel, on a turn, until it is at the same speed the outside wheel. Then they lock up again. So, you either get power to only one wheel in turns, or you are slipping with no differential action.

A Torsen is probably the best of all because it allows differential action, but does not allow one wheel to spin. It brings together the best of the locker and the open. Limited slips come in lots of varieties and each has a different character. Some are very mild and some always have a lot of friction between the axles that might not be as stable on snow. The GM Gov-lock is probably the worst, as it waits until there is baout 5mph of slip and then dogs in to lock up. Terrible. The AAM TracRite is similar to a Torsen and used in Ram and Chevy trucks. It is a very good setup, but not as aggressive as some. The Trac Lok used in Dana 70 axles in Ram trucks in the '90s is also an excellent unit that will deliver full torque to both axles and is very easy to live with on the street.

My choice for plowing would probably be the Trac Lok. And you can vary the amount of lockup with slight braking, if needed. I tested mine and it would spin both wheels with one on rollers and one on pavement. Impressive. When accelerating hard, my TracRite in my Ram/Cummins will spin both tires with one on gravel and one on pavement, but normally it is very mild and is never noticed on turns. That, I think, is because it is a worm gear design similar to the Torsen. No drama.

 

[Raspy]

Ooops, double post.

 

[Clint S]

The locker in my Rubicon does not disconnect on corners. Never heard of one that does. But the Detroit locker acts sort of like it does by allowing either wheel to turn faster, but not slower than the driven speed. A rachet affect. This is not much better than locked because all the drive goes to the inside wheel, on a turn, until it is at the same speed the outside wheel. Then they lock up again. So, you either get power to only one wheel in turns, or you are slipping with no differential action.

A Torsen is probably the best of all because it allows differential action, but does not allow one wheel to spin. It brings together the best of the locker and the open. Limited slips come in lots of varieties and each has a different character. Some are very mild and some always have a lot of friction between the axles that might not be as stable on snow. The GM Gov-lock is probably the worst, as it waits until there is baout 5mph of slip and then dogs in to lock up. Terrible. The AAM TracRite is similar to a Torsen and used in Ram and Chevy trucks. It is a very good setup, but not as aggressive as some. The Trac Lok used in Dana 70 axles in Ram trucks in the '90s is also an excellent unit that will deliver full torque to both axles and is very easy to live with on the street.

My choice for plowing would probably be the Trac Lok. And you can vary the amount of lockup with slight braking, if needed. I tested mine and it would spin both wheels with one on rollers and one on pavement. Impressive. When accelerating hard, my TracRite in my Ram/Cummins will spin both tires with one on gravel and one on pavement, but normally it is very mild and is never noticed on turns. That, I think, is because it is a worm gear design similar to the Torsen. No drama.

I am thinking your jeep has a button you push to lock the diff. In that case, no it would not unlock

 

[Sawyer Rob]

I wouldn't give a nickel for a truck load of Torsens! I've blown up two of them!

I have two Detroit lockers, they free wheel around corners until you step on the gas, that's what makes them lock.

You really need to let them coast around a corner, if you don't want any scuffing at all, but they ARE positive and bullet proof!!

SR

 

[paulfun9]

I am thinking your jeep has a button you push to lock the diff. In that case, no it would not unlock

Same here, isn’t that what we all consider a locking diff? The rest no matter the name they carry are just some type of positraction. Not sure about others but When I want all 4 tires to spin it’s not always in a straight line. That to me makes anything else not a locking diff.

 

[jasonzee]

I am leaning to a locker but I want one with a dial to turn on/ off.

 

[Clint S]

Same here, isn’t that what we all consider a locking diff? The rest no matter the name they carry are just some type of positraction. Not sure about others but When I want all 4 tires to spin it’s not always in a straight line. That to me makes anything else not a locking diff.

Limited slip uses clutch packs and both weels can spin at different speeds. Locking diff mechanically locks and both wheels spin at the same speed. Like said above some lockers are auto and lock and unlock automatically on their own and others are manual and will remain locked until you hit the button or pull the lever