Limited slip diff. Or locker

[Clint S]

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

Our Chevy has a locking diff. and it works well plowing it auto locks when one wheel spins 150(?) rpm more than the other.

 

[the old grind]

'What Clint S said' .. (while I typed a long version :confused2 .. I say KISS this time! Pretty hard to go wrong with a limited slip, .. kicks in when needed by design, .. doesn't make you worry about tires 'scrubbing' in turns. (real)

'What SR said' .. no stomp accel pedal when turning on pavement. Wears on clutches of that type limited slip, might give only 'one-wheel-drive' if turning tight-med in any 'locked' mode and 'getting on it'.

Want to dazzle 'em at the truck pulls you enter, .. or sling the most mud on your pals when bogging? Show off what your manual locker will do. (skull handle, or WTH are you? )

Want superior traction without having to think about it when your pushing/plowing/scooping snow? Got metaphor, too? Read comments above, .. pucker up vs pounding your chest and having another lever/switch to muscle. btw, shuttle-shift, HST, synced throttle, etc are also improvements over WW I era tech. .. :stirthepot:

 

[Morning Wood]

My f350 has a locking diff. It does not unlock when turning but does unlock above 30-35 mph. I have to pull a knob to engage it. My trucks used to have limited slip but they didn’t always work. You needed forward progress for them to lock in and spin both wheels. Can’t count the number of times I got stuck with one rear wheel spinning and the other doing nothing. 4wd is more important in a plow truck

 

[zzvyb6]

A set of REAL snow tires can out-pull a L.S. equipped truck, even one with 'traction' control'. I have Bridgestone Blizzaks on my Tahoe and this truck's nickname is Doser. Go anywhere on snow and ice. Traction control will just bog down your speed as it looks for equal wheel speeds using brakes and limited throttle. You want high surface friction from the tires on the path you just plowed. Otherwise you get controlled wheel spin and no forward thrust. Snow plow loads require high forward plus side force capability. But, you might not want to wear the snow tires out of season from a noise, fuel economy, and longevity standpoint. I keep mine on extra wheels and swap them out.

 

[buickanddeere]

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

I installed a Detroit Locker in my Grand National . Was not the ideal choice . Next time the limited slip will be a Torrsin worm gear differential , similar to what the military Hummer uses .

 

[ovrszd]

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.

Yeah, a guy has to be very careful what he states about the characteristics of a locker. There are a lot of variations. Application dictates what's best. Clint did a pretty good job of describing what's known as a "lunchbox locker".

 

[ovrszd]

For plowing snow on roads/parking lots I think the Auburn True-Trac will give you the best performance with least amount of odd behavior and no personal interaction.

In this situation a selectable locker would be second choice. Requires a LOT of personal interaction to get the benefit. And you'll continuously find yourself wondering why the truck is acting weird because you forgot to unlock and you are now driving down the road in traffic going to the next job.....

In this situation I'd never consider a solid locked rear axle for the reason listed above.

With all that said, the Auburn ECTED MAX Electronically Controlled Differential gives you the best of all Worlds. Basically functions as a limit slip plus having the ability to lock solid electronically. The best always costs more.

I use an Eaton E Locker in my hiway/offroad Jeep. Great selectable locker. Not limit slip capable.

 

[paulfun9]

Yeah, a guy has to be very careful what he states about the characteristics of a locker. There are a lot of variations. Application dictates what's best. Clint did a pretty good job of describing what's known as a "lunchbox locker".

Wow I must be getting old! I almost forgot about some of those nick names for the different types.

 

[paulfun9]

A set of REAL snow tires can out-pull a L.S. equipped truck, even one with 'traction' control'. I have Bridgestone Blizzaks on my Tahoe and this truck's nickname is Doser. Go anywhere on snow and ice. Traction control will just bog down your speed as it looks for equal wheel speeds using brakes and limited throttle. You want high surface friction from the tires on the path you just plowed. Otherwise you get controlled wheel spin and no forward thrust. Snow plow loads require high forward plus side force capability. But, you might not want to wear the snow tires out of season from a noise, fuel economy, and longevity standpoint. I keep mine on extra wheels and swap them out.

Good to see somone else knows the difference real snow tires make! Was starting to think I was the only one left using them.

 

[ovrszd]

Wow I must be getting old! I almost forgot about some of those nick names for the different types.

I have forgotten several also. That one always stuck in my mind for some reason.

Definition: A Lunchbox Locker replaces the Spider Gears and sometimes Spider Gear Pin within the stock carrier. It uses springs and notched gears to function. Power applied, it wants to lock up. Power off it disengages. Pain in the Butt for an inexperienced driver on pavement. Moderately effective. Minimally stout. Beats an open rear end.