Every locking diff or limited slip diff is a compromise.
Ones that lock completely with air or electrically are either in or out. This can cause a lot of binding, but works well off road, slow speed or to get you out of a mud hole. Then it has to be turned off to prevent binding on high traction surfaces. The gov-lock allows spinning up to a certain RPM and then bang, it locks. I had one in a Blazer and it seemed to be a hindrance in off roading because of it's sudden locking, then unlocking and allowance of slipping, but it's good if stuck temporarily in the mud. My Dodge AAM axle has a very mild system that is pretty much invisible, but slips a lot. My older Dodge Cummins, with a Dana system, I think called Trac-Loc, was a clutch system that was invisible but locked completely to where one wheel could be off the ground and it would spin the one on pavement. Very, very good. The all gear Gleason might be the best ever invented. It can't spin up one wheel and is all gears, but it's hard to manufacture and expensive. The AAM system is similar, but cheaper. The limited slip units with clutch plates behind the spider gears that try to lock by using the expanding force of the spider gears only apply a small amount of torque to the stationary wheel and can't "lock".
In the long run, for many modern drivers, the traction control system that applies the brake on the spinning wheel, might be the best compromise. Invisible, powerful, immediate, silent. It is good on snowy highways, but probably not for hard core wheeling.
The mechanical systems can get you into trouble on a side hill. Without a locker you just spin the uphill wheel and can't proceed. But with lockers, one end or both will lock and you slide sideways. My Samurai can get into trouble like this. But, overall I love LS diffs and always have them in my trucks. With good driving I can always get much farther with them.
