E-locker over air locker all day. I have guys with medium and heavy trucks ask all time (I’m a tech at a truck shop) and I say electronic, air lines break and dry rot, you can very easily cover, sheath, and protect wires. Not to mention the ability to have 100 heat shrink butt connectors in the truck for field repairs.
Eaton Truetrac. Nothing to wear out. Don't even know it's there until the snow falls. My truck was useless in the snow. Truetrac, completely different truck. It just moves forward.
@@thegenrl he didn't cover the Truetrac. I probably just added my comment because I like the Truetrac that much. It works. You don't know it's there otherthanboth wheels work for you, and nothing to wear out or service.
For a daily driver that sees weekend offroad fun, the zip/air locker seems like a cool choice. Having the option to turn it on and off is nice, especially since my rig will have dedicated onboard air anyways.
Old ford service manuals specifically warned about the powr-lok style of posi units, specifically that they would throw the vehicle off it's stands if even one tire was in contact with something stationary or the ground. Terrific units when you need to "give er the beans."
Thank you so much for this video. This really helps me decide what to do with my mid 90s yota pickup. I think I'm going with an affordable lunchbox in front and a clutched LSD in the rear. Like many people my truck is mainly a DD highway vehicle and offroad weekend warrior. I want to use it for overlanding and trailers but in no way need a dedicated off-road beast or rock crawler.
@@oldowl4290 if you live where there's snow I would still be worried about understeer, I'm building a 1990 ranger into an all purpose trail rig and I don't plan on putting any tires off the ground so the plan is to run 2 limited slips and a winch, and off road tires,
@@lancedamask9728 I just got 33 x 12 MT Hankooks. 1.5” body lift and around 2” suspension lift.. 1” wheel spacers. 92’ Yota SR5 Ex-cab 4x4 / 5spd manual with factory sunroof!
I had a power lock style (Dana) in a 1969 F250. Ford used them in their 3/4 tons back then (Dana 60). The 1 tons had them too, just different axle spline. The truck had high miles, but the differential still locked real well. Very good on the street as long as you stayed off the gas when turning onto a side street or intersection in wet or snowy weather. It was quite a heavy duty unit, could probably handle 500 hp and not break.
Excellent, I bought my first chevy truck and frankly their diffs are just junk. Summit had lots of options but I couldn't tell what I would need to keep from embarrassing myself at the boat ramp when the one wheel peeler won't work on a slightly slick ramp. Thanks!
Full size Chev either have 12 bolts (ok to ~500ft•lb engines and can be strengthened to handle much more), Dana 60's (ok to ~700 but aftermarket parts and they can live with over 1k ft•lbs engine torque) but then the HD trucks typically have full floating 14 bolt diffs, a good deal stronger than a Dana 60, about equal to a D70 IMHO. Both are nearly indestructible
The Wavetrac would be my pick. Also new aftermarket clutch plates for normal spring loaded LSDs have become available with better wear rates and a more progressive take-up. And the E-Locker is a great design for certain applications but needs a bit more tweaking. 😎🇦🇺👍
In my opinion for road racing, daily driver, A Torsen Differential is probably the best because a one sided axle will still work. There is the Eaton True Trac Differential, however one needs to have both axles to work correctly. Off road may not be the best if one axle gets too loose or one sided is wet or slick. A Detroit Locker is a true locking differential, however there may be some one sided wear in tires.
The Tor-Sen (torque-sensing) and the Truetrac are both helical-gear-type limited slips, but imho such a better choice than a clutch-type limited slip if only for the maintenance req'd for the clutch-type (known everywhere as a "posi", short for Posi-traction). The Detroit Truetrac is used heavily in the Jeep world, so it works great off road. All that is needed to activate it IF one of the drive wheels is in the air is a little brake to slow it which then engages the Truetrac action. In vehicles w/ traction control and/or "E-Limited Slip" diffs (where the t/c software uses the ABS hardware to ADD a little brake to the spinning wheel) makes the Truetrac and other brands' helical-gear-type diffs a perfect match to the vehicle. Cheers.
I personally think Ford has it dialed in the best with the Raptor and the Tremor. The rear E-locker and front Torsen offers the best low and high speed traction on all surfaces.
I think a helical with some sort of preload OR selectable "full lock" mechanism would be the best overall design if they ever made it. This way you don't have to left foot brake or worry about it 1-wheeling when one tire has zero traction.
Most of them do yukon would have to say if how much theirs has but the quaifes have preload washers that go between the output gears to give you more than 0 when you have like one wheel on ice and the other on pavement. The special ones they make for 370z iirc have a cam in them to fully lock if you get wheel spin but it's for heavy track use and they start at like 1500. Wavetrac
My dad had a old chevy luv with a 350 crammed into it, the axles where welded together so it was really bumpy on the corners, damn thing was a death trap
All I know is I have a 16’ RAM 2500 6.7L 4X4 Laramie Longhorn with the “anti spin” differential. (Verified via window sticker and VIN lookup.) Anyway, I turn traction control off, power brake to ~10psi and then let her eat. Driver side leaves a DARK strip while the passenger side leaves a much fainter one. Reason I’m here… Haha!
2011 Ranger XLT Supercab 2wd with the 8.8” open 4.10 ratio 28 spline axle. I live in Minnesota and I don’t like the unpredictability of a limited slip,, I want to lock it only when I want to. I’d love to install an Ox Locker but it’s only available with 31 spline.
You really should consider going to a 31 spline upgrade if your going to spend the money on a upgraded rear diff. I had a 500 ish hp sbf, 3400 lb mustang with a 28 spline Detroit locker and it twisted the splines on the axels and broke the c clips. Made me wish I had just went with the 31 spline set up they had recommended when I bought my differential. Even my factory stock 91 f150 and most newer mustangs now come standard with 31 spline axels/diffs.
Lots of options to choose from here from mild to wild to fit your needs. I personally chose the locker so it would handle like oem but lock automatically when it was needed for full traction. It would give me a clunk at low speeds while turning in parking lots just to remind me I got a locker back there lol. You could also put a stock lsd in there and shim the clutches a bit tighter for a stronger engagement to both wheels or a clutch kit is cheap too like $80 or so.
I know this is an old video but I gotta ask… I’m building an 8.5 10 bolt (2wd C10, 400 hp sbc, th350, 4:10 gears, 30 inch tires) with a set of 30 spline Moser axles, will the Dura Grip LSD hold up to this? Mostly street driven but will see some race action.
I wish you guys made a grizzly locker for the Chrysler 9.25. I have broken 2 Detroit lockers in 3 months purely shifting from neutral to reverse. I tried everything to save my 2nd Detroit. I increased the pinion and carrier preload to the upper specs to try and slow down the aggressive engagement of reverse gear. I even lowered the transmission line pressure to try to save it. I also raised to oil level in the differential to try to cushion the side gear engagement. Both Detroits failed when the cam ramps snapped off due to the c clip installation hole being so large that the sides of the cam ramp assembly are so thin that they just snapped off. The hole is so large that you can fit both c clips at the same time. I have been installing and running Detroits for 20 years and never had a problem untill this C clip style version. Any chance of you building a 9.25 grizzly locker?
So whats the difference between the duragrip posi and the spartan helical posi? I use my truck to tow and this is my last missing piece for my rear diff rebuild
Helical, because unless you break it by musclef***ing it w/ way too much horsepower, 120lb wheel/tires and rocks, it will never wear out. There are no clutch packs to wear out and no maintenance other than gear oil changes every whatever which you should be doing anyway. If running a rig described in the first sentence then you'd want lockers for sure and custom axles. Cheers!
@@applesbighatranch6906 but isn't there a lag with the engagement, or it requires some applied braking to lock up? meaning it would be a huge bear with a manual. I ask because the helical definitely has a huge appeal for strength and longevity but my experience with LSD in luxury cars is that I can get places in snow that 4x4s have a hard time with. I did specifically say sand and snow to make it clear I wasn't asking about crawling/off camber/wheel-lifting situations. But what I'd like to build eventually is a LSD rear locked front rig for hunting and exploring. Open diff 4x4 has been great but has some specific limitations when the surface goes bad. So for a DD that gets way back on public land, which provides better traction instantly in mud/sand/snow? My experience says clutch type, but maybe the helicals do not require double-pedaling/traction control to engage in all cases.
@@jcarry5214 Helical gear diffs only require a bit o' the brake pedal if a drive wheel were in the air. The rest of the time they work seamlessly from open to full 50%-50% each wheel (to total 100% torque application to the tires' contact patch). ONE NICE THING, THOUGH! is that in later-model vehicles that have electronic "traction control", those use the vehicle's ABS system hardware to add a little brake to just the one wheel gone tractionless. The crux of this issue is we seem to be in an age where the manual, 3-pedal, H-pattern 'boxes are fewer and fewer among rigs w/ the E-traction control. Cheers.
@@applesbighatranch6906 Yup, that's what I got. 2006 model. In a surprise scenario i have a fairly lever DD that does magical anti-slide brake work in 4hi. Put her in 4lo with the manual in the mountains... you just got in a time machine, 100% open dif son, MAT IT!
Fascinating. Can you recommend the right one for a 1992 Buick Roadmaster Wagon? It seems that it's the 2nd from the left - limited slip - or for snow driving in Iowa, the 3rd from the left - the zip locker on demand. Make sense?
I'm putting a Detroit Eaton true track diff n my ext cab 98 Sierra. N I like to drive like a kid love donuts burnouts n catching second n that 1- 2 shift n am wandering if this would b a good choice for me
So I love the sir lockers for street driven 4 wheelers. My question is for my dana 60 in a c20 2wd thats got a blown big block and is my daily driven motorcycle and everything else hauler? What do you recommend?
Man i still dont know what to choose because im not scared to put in a new rear end or a carrier, buuuuut i just dont want to get struck as much in my 2wd truck and dd it and tow and not have to mess with it for a long time and occasionally slide it around in the snow and sometimes when it rains
Would it be a good idea if someone used selectable (air,electric) lockers on the front axle and either detroit or grizzly lockers in the rear axle? Since the front axle could easily be converted to an open differential with the simple push of a button, and technically, the rear axle would not be a spool or locked all of the time. Or would using the detroit or grizzly lockers for the front axle and the selectable locker for the rear axle? Thanks
I have a 11,000lb 4x4 Ambulance and am thinking about putting a Powr-Lok in my front Dana 60. Obviously, it's not a rock crawler, street racer, or mud machine. But I would just prefer to have something better than an open diff, for even the rare occasion that I might need it. Thoughts? (For reference: You can see a pic of my rig in my profile pic)
Which would be best for a farm truck that is also a daily cause I’m looking for a front diff locker I got locking hubs so I’m fine if the diff is aways locked
Hi, great video, man. Very informative. I have a 2006 town car, and I'm trying to get some more power out of it. Quicker acceleration and some corning. I don't really ever go off reading in my town. Because well it's a town car. Lol. Anyhow 🤔 what which locker would you suggest? I
@lancedamask9728 ok, thank you... so going a limited slip and going from 327 gears to 410 gears. With a tune, it would make a big noticeable difference. Some say if I go with 410 gears that I'm putting more wear and tear on my motor and trans
I've never had an lsd wear out. You just need to make sure you change your diff fluid at proper intervals and always include the additive, if needed for your particular lsd.
I have a clutch (lsd) which has lasted me a looong time, but I never abused it. A lot of off road, but no hard four wheeling, no plowing snow, etc. I bet it would wear out quickly if used hard. It's a dana 60 in a 3/4 ton Ram.
@@rite2beararms either you are lucky or you did not realize that it is worn out. mine was worn out and eating the metal of the clutch carrier plates. a lot of grain in the oil and noise from grinding the plates. now i am happy with helical gears. much better off road performance, quiet on the road.
I have a 2000 Chevy Suburban 4wd K1500. Someone said there is no Locker for the front diff. Can anyone help me on this? The truck comes standard with a Eaton rear locker so Im good there. Looking for a front Locker for this platform.
Looking for a traction device for a street car that sees the drag strip occasionally. I've run a Detroit locker type for many years but ready to make a change to something a little smoother. Would you recommend the worm gear type or the grizzly? Is one lighter than the other one? Maintenance? Longevity?
what id like to know which of these needs to have new ring and pinons ? that's a big chunk out of pocket and not for your average joe like me.. for setting everything back up. let me know please. I drive a 1986 CJ7 5speed and straight 6 258. stroker and balanced. rv cam. ,daily driver but would like better traction for winter. Also out on the trail weekender fun climbing and mud. Dave
The most important decision is to avoing an air or electrically operated locker. They always fail. Of all the mechanical lockers, the toughest and simplest is the Detroit Locker. Combine it with a Ford 9" or Dana 60 and you will never have a problem. Take it from me with 40 years Outback recovery experience.
I want to “bulletproof” the rear end in my 2013 Silverado 3.08 gear ratio 6l80e trans most I’ll do is headers full exhaust and intake but I’d like a rear end that can withstand a bit of abuse does anyone have a recommendation?
A traditional lsd or the helical lsd would be great for your daily. Best on road drive ability that is also limited slip. The air locker world be the absolute best but they are more expensive and require an on board air compressor but if you offroad much you probably have already considered having on board air.
The new Spartan Helical LSD makes a great traction upgrade for the daily driver / mild offroader that doesnt want the poor drivability that can come with an automatic locker. The Zip Locker is a great upgrade for the guy who wants great drivability AND the ability to 100% lock up the front
@@ShortArmStrongArm A limited slip is nicer to drive, but they do have an inherent drawback or weakness by design. The clutches have a breakaway strength at which they give up👎, check out✌, or burn up🔥..... and they also eventually wear out. There's pros and cons to everything, right? Something like a Detroit is way harsher to drive, but you gain considerable more secure traction when locked up. They're immensely harder to wear out or break. Something that's a nice compromise in my opinion is a torsen diff like a TruTrac. It has no clutches to wear. It's all metal construction, it applies "lockup" pretty well. It does wear eventually but it'll for sure never wear out. The drawback on this one is you may have to brake to induce the differentiation required to lock up.
Yeah and when I have 10,000 pounds on the rear axle, the harshness on a locker will destroy components. Thats why the limited slip is the proper choice for me.
I have a 1993 f350 dually4x4 manual trans , that's used in oil field and highway, with different drivers , it's usually loaded very heavy, I would like to make the rear axle limited slip , which one of these world do best and hold up under industrial use , (Bubba proof )
Sure, helical units are a great option in snow and ice conditions, due to their lack of preload they do not understeer like a traditional clutch type will or a locker. Also keep in mind , helical units are directional, and really only provide traction when going forward. Their torque bias is reduced when in reverse. So it can provide traction to get you into alot of situations, but not to back out of them
Hey Tommy, there are not a lot of choices for the small 26 spline version of the 7.5" rear. I would recommend an axle upgrade to stand up to offroad and drifting abuse
Rockwells with Detroit lockers off of a 2 1/2 ton army truck. Nice gearing to. Only kidding, if ya wanna hotrod learn something and spend lots n lots of money. Off road n drift with a s10 and all stock. Ha ha, ha ha, ha ha, ha ha!
The lunchbox will do just fine if you aren't trying to install it in a 500HP+ truck and taking it bashing over rocks LOL. I'm looking at a lunchbox locker for my Ford Bronco 2, don't need anything huge or expensive, just a bit of added traction in those situations on backroads where a little more traction on the rear axle would be very useful in mud or snow conditions that I encounter.
I have a Sahara 2012 jku. Dana 30 stock in front i would like to upgrade. i use it as a daily driver but also take it off-road quite often, sand dunes , mud and light/mid rock crawl . What would you recommend for upgrading my front diferencial?
Same use here, about to get an xj. I'm thinking LSD out back, lunchbox up front. I'm not a 4H kind of guy so no worries about handling with an aggressive front. I like to hang the rear out on the loose stuff 🤙👍
@@RandomStuffGarage619 Not sure if you got an XJ yet but do you like that setup, I run a spartan lunchbox in the rear 8.25 and nothing up front since i don’t wanna mess with the carrier after the center pin bolt broke.
@@cablenowadays6586 thanks for asking. I ran out of budget before I could do lockers on my 95 XJ. it's just got open diffs on stock gears and 31s with a 3.5 inch rubicon express lift. She gets it done! Lockers and regear for 32s are next on the big ticket list!
Anyone else get bugged when people call a limited slip a posi trac? I've seen multiple videos and they keep referring to limited slips as posi tracks. Maybe I'm just ocd
Hey @NJ, that will depend on where you are willing to compromise. You are wanting something to use in two very different situations, are you willing to give up traction? Or drivability?
A E locker if your can axle take on, flip of a switch is lock up and ready to burn rubber, turn it off and you back to open diff. i just don't know if they can take this kind of use.
I can't answer your question completely but I can tell you something to be careful about. All front differentials on "semi-late-model" GMs that I've seen, disconnect for pavement driving in the following way: The right axle shaft disconnects from the differential and the left axle shaft stays connected. This is "almost" free-wheeling but not in the traditional way. The left shaft spins forward as you drive down the road and the right stub shaft (inboard of the disconnect) spins backward (this is a cheap and simple way of reducing drag, even if it doesn't reduce drag as much as if both axles (or both hubs) unlock. Because the right stub axle is always spinning in the opposite direction of the left axle when in two-wheel drive, there is NO model of limited-slip differential that can be used. You could use a locker that features on-off control from inside the cab, but nothing else. I'm very sure that your '98 Chevy uses the kind of front-drive system that's described above. I mentioned that this front-drive setup is present on "semi-late-model" GMs. I can't speak for the much newer models. If the newer models have automatic disconnects at both front hubs (like most late-model Fords), you would have a lot more options available, including limited-slip models (if any are made that fit). But again, if the front drive of modern GMs is basically the same as on their older IFS front ends, you can NOT use a limited-slip diff.
@@ericl2969 They used to make a limited slip for GM 9.25 IFS it's just not made anymore, that same carrier and gears are used in a Chrysler rear end which they make a limited slip for but it turns the opposite way and no one one the internet can say if it fits or not I've got an email into someone and I'll let u know what they say.
Eaton E-locker. Bough it a million years ago, and aside from changing the oil, haven't had to touch it for about 180k miles.
How often do you lock it up?
@@tacticalant3841 I live in the back back woods of northern Alaska. In the winter, 3 or 4 times a day. In the summer, probably 3 or 4 times a week.
Operator 801 - ok, wow! thats some legitimate usage.
@@tacticalant3841 They're a miniature version of the tech used in high-end semi's. They cost a LOT, but you shouldn't ever need to replace one.
E-locker over air locker all day. I have guys with medium and heavy trucks ask all time (I’m a tech at a truck shop) and I say electronic, air lines break and dry rot, you can very easily cover, sheath, and protect wires. Not to mention the ability to have 100 heat shrink butt connectors in the truck for field repairs.
Been running a 35-splined Detroit Locker for decades in my Ford 9" and absolutely love it.
Love to get a Fullfloat 11.5 AAM for my 1500 Bowtie and use 6 lug hubs
Eaton Truetrac. Nothing to wear out. Don't even know it's there until the snow falls. My truck was useless in the snow. Truetrac, completely different truck. It just moves forward.
which one of these was the truetrac/torsen? All of these lockers and he didn't even identify or show the truetrac/torsen.
@@thegenrl he didn't cover the Truetrac. I probably just added my comment because I like the Truetrac that much. It works. You don't know it's there otherthanboth wheels work for you, and nothing to wear out or service.
@@Richardsmithabcd gotcha I've been eyeing one up for my d60 but cant swing the $700 right now
@@thegenrl The Spartan Helical LSD works the same as a truetrack.
@@Richardsmithabcd I got one sitting on my dresser for my D80 lol, waiting for gears now can’t wait to see what it does.
For a daily driver that sees weekend offroad fun, the zip/air locker seems like a cool choice. Having the option to turn it on and off is nice, especially since my rig will have dedicated onboard air anyways.
Thanks
Very well explained, Had no Idea Yukon manufactured so many different options/choices. Thanks for sharing.
Forgot the most affordable one, 1 pound of 9018 and a welder Lincoln locker
Lol. I'm ready to get rid of mine and switch to LSD in the front of my wheeling jeep
Old ford service manuals specifically warned about the powr-lok style of posi units, specifically that they would throw the vehicle off it's stands if even one tire was in contact with something stationary or the ground. Terrific units when you need to "give er the beans."
Ok Sara n tune lol
I’ve had a Grizzly in my 86 K30 for over ten years. Zero complaints. Great video
Great job explanations of different units. Thanks.
Thank you so much for this video. This really helps me decide what to do with my mid 90s yota pickup. I think I'm going with an affordable lunchbox in front and a clutched LSD in the rear. Like many people my truck is mainly a DD highway vehicle and offroad weekend warrior. I want to use it for overlanding and trailers but in no way need a dedicated off-road beast or rock crawler.
I would flip those around, locker in the front will cause understeer unless you plan on leaving hubs unlocked and not using the locker
@@lancedamask9728 I have Warn manual locking front hubs so for normal daily driving they are always unlocked. I only lock them when needed on trails.
@@oldowl4290 if you live where there's snow I would still be worried about understeer, I'm building a 1990 ranger into an all purpose trail rig and I don't plan on putting any tires off the ground so the plan is to run 2 limited slips and a winch, and off road tires,
@@lancedamask9728 I just got 33 x 12 MT Hankooks. 1.5” body lift and around 2” suspension lift.. 1” wheel spacers. 92’ Yota SR5 Ex-cab 4x4 / 5spd manual with factory sunroof!
I had a power lock style (Dana) in a 1969 F250. Ford used them in their 3/4 tons back then (Dana 60). The 1 tons had them too, just different axle spline. The truck had high miles, but the differential still locked real well. Very good on the street as long as you stayed off the gas when turning onto a side street or intersection in wet or snowy weather. It was quite a heavy duty unit, could probably handle 500 hp and not break.
Excellent, I bought my first chevy truck and frankly their diffs are just junk. Summit had lots of options but I couldn't tell what I would need to keep from embarrassing myself at the boat ramp when the one wheel peeler won't work on a slightly slick ramp. Thanks!
What year truck?
Full size Chev either have 12 bolts (ok to ~500ft•lb engines and can be strengthened to handle much more), Dana 60's (ok to ~700 but aftermarket parts and they can live with over 1k ft•lbs engine torque) but then the HD trucks typically have full floating 14 bolt diffs, a good deal stronger than a Dana 60, about equal to a D70 IMHO. Both are nearly indestructible
The Wavetrac would be my pick.
Also new aftermarket clutch plates for normal spring loaded LSDs have become available with better wear rates and a more progressive take-up.
And the E-Locker is a great design for certain applications but needs a bit more tweaking.
😎🇦🇺👍
Grizzly and 4:56’s on my 3rd gen 4Runner. Awesome off road and very streetable!
How would 4.56 and truetrac work on the 4Runner ? I’m thinking of either the truetrac or grizzly locker
Ive got a duragrip with 3.73s in my mustang must say its quite a unit
Best explanation of diff centres i have ever seen by far.Congrads
In my opinion for road racing, daily driver, A Torsen Differential is probably the best because a one sided axle will still work. There is the Eaton True Trac Differential, however one needs to have both axles to work correctly. Off road may not be the best if one axle gets too loose or one sided is wet or slick. A Detroit Locker is a true locking differential, however there may be some one sided wear in tires.
The Tor-Sen (torque-sensing) and the Truetrac are both helical-gear-type limited slips, but imho such a better choice than a clutch-type limited slip if only for the maintenance req'd for the clutch-type (known everywhere as a "posi", short for Posi-traction). The Detroit Truetrac is used heavily in the Jeep world, so it works great off road. All that is needed to activate it IF one of the drive wheels is in the air is a little brake to slow it which then engages the Truetrac action.
In vehicles w/ traction control and/or "E-Limited Slip" diffs (where the t/c software uses the ABS hardware to ADD a little brake to the spinning wheel) makes the Truetrac and other brands' helical-gear-type diffs a perfect match to the vehicle. Cheers.
I personally think Ford has it dialed in the best with the Raptor and the Tremor. The rear E-locker and front Torsen offers the best low and high speed traction on all surfaces.
I think a helical with some sort of preload OR selectable "full lock" mechanism would be the best overall design if they ever made it. This way you don't have to left foot brake or worry about it 1-wheeling when one tire has zero traction.
Most of them do yukon would have to say if how much theirs has but the quaifes have preload washers that go between the output gears to give you more than 0 when you have like one wheel on ice and the other on pavement. The special ones they make for 370z iirc have a cam in them to fully lock if you get wheel spin but it's for heavy track use and they start at like 1500.
Wavetrac
@@ninjaknight-jn9ky 1500 isn't THAT much worse than a detroit Tru-Trac. The issue would be whether or not they make them for American axles/diffs.
I have the duragrip. ....I love it, great product, makes me feel a little better about my 8.5 ten bolt....
You sure it isnt 8.625?
Same! Lol
Just got one of these for my 10 bolt. Hope it's a good unit
Update* its been working great so far!!
i got a 7.625 ten bolt under my 94 safari! we can't all be winners lol
My dad had a old chevy luv with a 350 crammed into it, the axles where welded together so it was really bumpy on the corners, damn thing was a death trap
Okay
Yukon Grizzly or Detroit locker is the way to go, or a lunchbox locker if you are on a budget.
All I know is I have a 16’ RAM 2500 6.7L 4X4 Laramie Longhorn with the “anti spin” differential. (Verified via window sticker and VIN lookup.)
Anyway, I turn traction control off, power brake to ~10psi and then let her eat.
Driver side leaves a DARK strip while the passenger side leaves a much fainter one.
Reason I’m here… Haha!
Really wish you’d have give more in depth and shown examples of the conditions you’re describing etc
At 3:11, how does that locker work? Is it helical or clutch pack or is that the e locker?
2011 Ranger XLT Supercab 2wd with the 8.8” open 4.10 ratio 28 spline axle. I live in Minnesota and I don’t like the unpredictability of a limited slip,, I want to lock it only when I want to. I’d love to install an Ox Locker but it’s only available with 31 spline.
Get a lunchbox locker.
You really should consider going to a 31 spline upgrade if your going to spend the money on a upgraded rear diff. I had a 500 ish hp sbf, 3400 lb mustang with a 28 spline Detroit locker and it twisted the splines on the axels and broke the c clips. Made me wish I had just went with the 31 spline set up they had recommended when I bought my differential. Even my factory stock 91 f150 and most newer mustangs now come standard with 31 spline axels/diffs.
It’s a 2.3 4 cylinder Ranger and I don’t really need it setup for high HP. Plus it has 4 channel ABS.
Lots of options to choose from here from mild to wild to fit your needs. I personally chose the locker so it would handle like oem but lock automatically when it was needed for full traction. It would give me a clunk at low speeds while turning in parking lots just to remind me I got a locker back there lol. You could also put a stock lsd in there and shim the clutches a bit tighter for a stronger engagement to both wheels or a clutch kit is cheap too like $80 or so.
What would your recommend for a 2wd Silverado I want to be able to do burnouts and just have fun but also ocasional snow weather
The Yukon Dura Grip
@@yukongearandaxle Detroit tru trac
I just went to school, Thanks learned so much
I know this is an old video but I gotta ask… I’m building an 8.5 10 bolt (2wd C10, 400 hp sbc, th350, 4:10 gears, 30 inch tires) with a set of 30 spline Moser axles, will the Dura Grip LSD hold up to this? Mostly street driven but will see some race action.
I wish you guys made a grizzly locker for the Chrysler 9.25. I have broken 2 Detroit lockers in 3 months purely shifting from neutral to reverse. I tried everything to save my 2nd Detroit. I increased the pinion and carrier preload to the upper specs to try and slow down the aggressive engagement of reverse gear. I even lowered the transmission line pressure to try to save it. I also raised to oil level in the differential to try to cushion the side gear engagement. Both Detroits failed when the cam ramps snapped off due to the c clip installation hole being so large that the sides of the cam ramp assembly are so thin that they just snapped off. The hole is so large that you can fit both c clips at the same time. I have been installing and running Detroits for 20 years and never had a problem untill this C clip style version. Any chance of you building a 9.25 grizzly locker?
You need a better tranny builder. Put the wavy retaining ring back in.
So whats the difference between the duragrip posi and the spartan helical posi? I use my truck to tow and this is my last missing piece for my rear diff rebuild
clutch vs helical: which one would you want in soft sand or deep snow?
Helical, because unless you break it by musclef***ing it w/ way too much horsepower, 120lb wheel/tires and rocks, it will never wear out. There are no clutch packs to wear out and no maintenance other than gear oil changes every whatever which you should be doing anyway. If running a rig described in the first sentence then you'd want lockers for sure and custom axles. Cheers!
@@applesbighatranch6906 but isn't there a lag with the engagement, or it requires some applied braking to lock up? meaning it would be a huge bear with a manual. I ask because the helical definitely has a huge appeal for strength and longevity but my experience with LSD in luxury cars is that I can get places in snow that 4x4s have a hard time with. I did specifically say sand and snow to make it clear I wasn't asking about crawling/off camber/wheel-lifting situations. But what I'd like to build eventually is a LSD rear locked front rig for hunting and exploring. Open diff 4x4 has been great but has some specific limitations when the surface goes bad. So for a DD that gets way back on public land, which provides better traction instantly in mud/sand/snow? My experience says clutch type, but maybe the helicals do not require double-pedaling/traction control to engage in all cases.
@@jcarry5214 Helical gear diffs only require a bit o' the brake pedal if a drive wheel were in the air. The rest of the time they work seamlessly from open to full 50%-50% each wheel (to total 100% torque application to the tires' contact patch).
ONE NICE THING, THOUGH! is that in later-model vehicles that have electronic "traction control", those use the vehicle's ABS system hardware to add a little brake to just the one wheel gone tractionless.
The crux of this issue is we seem to be in an age where the manual, 3-pedal, H-pattern 'boxes are fewer and fewer among rigs w/ the E-traction control. Cheers.
@@applesbighatranch6906 Yup, that's what I got. 2006 model. In a surprise scenario i have a fairly lever DD that does magical anti-slide brake work in 4hi. Put her in 4lo with the manual in the mountains... you just got in a time machine, 100% open dif son, MAT IT!
Fascinating. Can you recommend the right one for a 1992 Buick Roadmaster Wagon? It seems that it's the 2nd from the left - limited slip - or for snow driving in Iowa, the 3rd from the left - the zip locker on demand. Make sense?
I've got a power loc differential in my 79 w200 power wagon its worked great for years of abuse with 37s
Would have been great if you'd differentiated between the helical locker LSD and the LS. They seem to be for the same scenario - daily drivers.
One is gears and one is clutch, gears don't need to be rebuilt
I'm putting a Detroit Eaton true track diff n my ext cab 98 Sierra. N I like to drive like a kid love donuts burnouts n catching second n that 1- 2 shift n am wandering if this would b a good choice for me
perfect choice and it will never wear out
You want him to recommend a competitors product?
Truetrac seems like a great daily driver option. Would be nice if Eaton added an electric option to it so it could be locked up in offroad situations
So I love the sir lockers for street driven 4 wheelers.
My question is for my dana 60 in a c20 2wd thats got a blown big block and is my daily driven motorcycle and everything else hauler? What do you recommend?
Man i still dont know what to choose because im not scared to put in a new rear end or a carrier, buuuuut i just dont want to get struck as much in my 2wd truck and dd it and tow and not have to mess with it for a long time and occasionally slide it around in the snow and sometimes when it rains
need an e locker for 12 bolt chevy !
Would it be a good idea if someone used selectable (air,electric) lockers on the front axle and either detroit or grizzly lockers in the rear axle? Since the front axle could easily be converted to an open differential with the simple push of a button, and technically, the rear axle would not be a spool or locked all of the time. Or would using the detroit or grizzly lockers for the front axle and the selectable locker for the rear axle? Thanks
_
What would you choose, E-Locker or Helical LSD if you want to go off road?
Both are great options for off-roading.
How come you didn't talk about the Torsen differential? It's one of the best dif for optimizing traction
The helical diff is a torsen diff
They should have mentioned that the "helical LSD" is a Torsen.
@@jimmyh1817
Actually it's not but it functions similarly.
Kinda like comparing and cone to a disc posi.
I find the Powr Locker very interesting
Be prepared to take it apart and fix the air lines--- because they love to break.
@@calholli, humm, there was a Powr Locker in the front of my CJ2A. when I took it apart to replace the plates and disks I never noticed air-lines.
Are Yukon products India/Chinese copies of tried and true domestic units?
Yes
I have a 11,000lb 4x4 Ambulance and am thinking about putting a Powr-Lok in my front Dana 60. Obviously, it's not a rock crawler, street racer, or mud machine. But I would just prefer to have something better than an open diff, for even the rare occasion that I might need it. Thoughts? (For reference: You can see a pic of my rig in my profile pic)
Which would be best for a farm truck that is also a daily cause I’m looking for a front diff locker I got locking hubs so I’m fine if the diff is aways locked
Is the grizzly more street friendly than the lunch box locker?
Need help with finding a spool style locker for a 7.5” 28 tooth 2004 Mustang.
Hey Mitch, the 7.5 does not support spools or lockers. We have the Dura Grip that can fit your needs instead: www.randysworldwide.com/shop/ydgf7-5-28
You should have done some on the g88 locker that thing's boss.
What would be best for a 2019 ram2500. Like to have fun it's my daily street/offroad truck. But do want posi when I need it. Aka burnouts lol
Hey Jonathan, we recommend the Dura Grip. www.yukongear.com/shop/ydggm11-5-30-1
@@yukongearandaxle ok thank you. And I don't mind it being aggressive. The truck I'd faily built
Hi, what would be the best suggestion for a 2000 ford expedition front locker to be driven both on and offroad, thanks
What is the name of the new helical lsd warm gear shown at 2.02 minutes?
Lots of towing country side up & down hills
Hi how are you doing I was wondering which one can I use in a 87 Camaro berlinetta with the stock rear end
What one best for dually
Hi, great video, man. Very informative. I have a 2006 town car, and I'm trying to get some more power out of it. Quicker acceleration and some corning. I don't really ever go off reading in my town. Because well it's a town car. Lol. Anyhow 🤔 what which locker would you suggest? I
Sounds like you might just want to regear, or add a limited slip
@@lancedamask9728 I was thinking of the grizzly locker?
@@hotrodlincoln7186 if you use any locker that rachets you're going to scuff tires
@lancedamask9728 ok, thank you... so going a limited slip and going from 327 gears to 410 gears. With a tune, it would make a big noticeable difference. Some say if I go with 410 gears that I'm putting more wear and tear on my motor and trans
@@hotrodlincoln7186 it's a higher rpm but also lower torque on the engine, all depends on tire size
Which to choose for my jeep a heilcal gear limted slip or the powerlock?
What you have for a 07 silv 2500hd classic 6.0gas 2wd?
Clutches and springs, how long does this last before needing new clutches? Same question for the helical LSD?
Helical has no wear parts its maintenance free.
I've never had an lsd wear out. You just need to make sure you change your diff fluid at proper intervals and always include the additive, if needed for your particular lsd.
I have a clutch (lsd) which has lasted me a looong time, but I never abused it. A lot of off road, but no hard four wheeling, no plowing snow, etc. I bet it would wear out quickly if used hard. It's a dana 60 in a 3/4 ton Ram.
@@rite2beararms either you are lucky or you did not realize that it is worn out. mine was worn out and eating the metal of the clutch carrier plates. a lot of grain in the oil and noise from grinding the plates. now i am happy with helical gears. much better off road performance, quiet on the road.
@@TheHolan Uh no. Floor it, and I leave two stripes not one.
Good job!
I'm trying to find a locker for a 2014 F450 430 ratio differential all I have found is a lsd came new with a locker
I have a 2000 Chevy Suburban 4wd K1500. Someone said there is no Locker for the front diff. Can anyone help me on this? The truck comes standard with a Eaton rear locker so Im good there. Looking for a front Locker for this platform.
I have a Power lock in my Dana 70 are these any good for off roading. Im building it for my 93 Toyota 4 Runner
Depends on the type of off-roading you do. Power Locks are a very aggressive limited slip. Lockers will be required.
I have a 01 ram 2wd longbed 5spd and a real nasty driveway what would you recommend for a posi?
Subaru Outback.
Looking for a traction device for a street car that sees the drag strip occasionally. I've run a Detroit locker type for many years but ready to make a change to something a little smoother. Would you recommend the worm gear type or the grizzly? Is one lighter than the other one? Maintenance? Longevity?
Hey Trey, talk to our experts via email or live chat. You can email us at info@yukongear.com or live chat with us on www.randysworldwide.com
what id like to know which of these needs to have new ring and pinons ? that's a big chunk out of pocket and not for your average joe like me.. for setting everything back up. let me know please. I drive a 1986 CJ7 5speed and straight 6 258. stroker and balanced. rv cam. ,daily driver but would like better traction for winter. Also out on the trail weekender fun climbing and mud. Dave
ALL can use your existing gears.
@@hotrodray6802 ty very much !!!!
@@hotrodray6802 when money saved up will contact you guys. Do 4 wheeling, nothing aggressive.
The most important decision is to avoing an air or electrically operated locker. They always fail. Of all the mechanical lockers, the toughest and simplest is the Detroit Locker. Combine it with a Ford 9" or Dana 60 and you will never have a problem. Take it from me with 40 years Outback recovery experience.
T.M. ………..that's what they use in nascar still !!!!!!
What about for on road use ?
Lol whatever boomer
Well this is all well and good but...
How exactly does a posi-trac rear end on a Plymouth work?
It just does.
How exactly is a rainbow made? How exactly does a sun set?
It just does.
I see what you did there........😆
What's the best for a daily/drift car
I want to “bulletproof” the rear end in my 2013 Silverado 3.08 gear ratio 6l80e trans most I’ll do is headers full exhaust and intake but I’d like a rear end that can withstand a bit of abuse does anyone have a recommendation?
A traditional lsd or the helical lsd would be great for your daily. Best on road drive ability that is also limited slip. The air locker world be the absolute best but they are more expensive and require an on board air compressor but if you offroad much you probably have already considered having on board air.
The new Spartan Helical LSD makes a great traction upgrade for the daily driver / mild offroader that doesnt want the poor drivability that can come with an automatic locker.
The Zip Locker is a great upgrade for the guy who wants great drivability AND the ability to 100% lock up the front
Does the limited slip need maintenance, such a clutches replacement every 70 to 80k miles ?
The avg lifespan of clutches in an oem limited slip is 50-70k, in a Dura Grip it's about 150k, other than fluid changes, it's built to last
I pull heavy trailers often.
Limited slip it is.
Bad idea
@@xmo552 no, good idea.
@@ShortArmStrongArm
A limited slip is nicer to drive, but they do have an inherent drawback or weakness by design. The clutches have a breakaway strength at which they give up👎, check out✌, or burn up🔥..... and they also eventually wear out.
There's pros and cons to everything, right? Something like a Detroit is way harsher to drive, but you gain considerable more secure traction when locked up. They're immensely harder to wear out or break.
Something that's a nice compromise in my opinion is a torsen diff like a TruTrac. It has no clutches to wear. It's all metal construction, it applies "lockup" pretty well. It does wear eventually but it'll for sure never wear out. The drawback on this one is you may have to brake to induce the differentiation required to lock up.
Yeah and when I have 10,000 pounds on the rear axle, the harshness on a locker will destroy components. Thats why the limited slip is the proper choice for me.
@@ShortArmStrongArm
I guess I agree.
I have a 1993 f350 dually4x4 manual trans , that's used in oil field and highway, with different drivers , it's usually loaded very heavy, I would like to make the rear axle limited slip , which one of these world do best and hold up under industrial use , (Bubba proof )
OX LOCKER
Ziplocker Interesante will it fit dodge ram 250 1987 motor 318 5.2L transmission 727 8 lugs ?
email me: brian.hudson@yukongear.com
Can I run a helical lsd in a dana 60 35spline front on 35-38 inch tires? Im in a snow, ice, and mud part of the country.
Sure, helical units are a great option in snow and ice conditions, due to their lack of preload they do not understeer like a traditional clutch type will or a locker. Also keep in mind , helical units are directional, and really only provide traction when going forward. Their torque bias is reduced when in reverse. So it can provide traction to get you into alot of situations, but not to back out of them
What could I put in my 1983 chevy s10? To help it off road and drift more easily lol
Hey Tommy, there are not a lot of choices for the small 26 spline version of the 7.5" rear. I would recommend an axle upgrade to stand up to offroad and drifting abuse
@@yukongearandaxle I still have the stock v6 2.8 engine, would you know what kind of axle I'd need?
Rockwells with Detroit lockers off of a 2 1/2 ton army truck. Nice gearing to. Only kidding, if ya wanna hotrod learn something and spend lots n lots of money. Off road n drift with a s10 and all stock. Ha ha, ha ha, ha ha, ha ha!
Need one for my 2001 dodge 2500 5.9
I can't afford anything other than a lunchbox but I want a grizzly for my ultra 4 car
The lunchbox will do just fine if you aren't trying to install it in a 500HP+ truck and taking it bashing over rocks LOL. I'm looking at a lunchbox locker for my Ford Bronco 2, don't need anything huge or expensive, just a bit of added traction in those situations on backroads where a little more traction on the rear axle would be very useful in mud or snow conditions that I encounter.
What's the ideal LSD type differential for a 2L E90 BMW that's does a lot of normal street driving and drifting on weekends
Hey there Charles, unfortunately we do not have products for your vehicle.
@@yukongearandaxle ok thankyou
These are all off road? Can you do one for on road/track driving/drifting?
Helical gear type limited slip. EATON Detroit Truetrac is one, Yukon makes their own version seen in the vid above, third unit from the far right.
I have a Sahara 2012 jku. Dana 30 stock in front i would like to upgrade. i use it as a daily driver but also take it off-road quite often, sand dunes , mud and light/mid rock crawl . What would you recommend for upgrading my front diferencial?
Spartan lsd front. Only 300. Get a selectable locker in the rear; front Jeep Dana 30/44s r weak but the rear is bulletproof to 37s just about
Same use here, about to get an xj. I'm thinking LSD out back, lunchbox up front.
I'm not a 4H kind of guy so no worries about handling with an aggressive front.
I like to hang the rear out on the loose stuff 🤙👍
@@RandomStuffGarage619 Not sure if you got an XJ yet but do you like that setup, I run a spartan lunchbox in the rear 8.25 and nothing up front since i don’t wanna mess with the carrier after the center pin bolt broke.
@@cablenowadays6586 thanks for asking. I ran out of budget before I could do lockers on my 95 XJ. it's just got open diffs on stock gears and 31s with a 3.5 inch rubicon express lift.
She gets it done!
Lockers and regear for 32s are next on the big ticket list!
Hi.
What would you recommend for a 2010 Ford escape
Can someone please explain to me why a full spool costs the same or more than a locker? It’s basically 1/3rd of the material (referencing gm 11.5)
Why don't your company make a locker for new model dually pickups.
I just need something for the front and rear that stay locked while plowing and unlocked when the snow melts.
Hey Jon, we recommend zip lockers, they are selectable and best when you need traction.
What’s the difference in the LSD’s. Does the helical actually lock, or will it always slip like the clutch style?
Hey Dave, LSD's are not lockers. The helical worm gears create a 3:1 bias ratio resulting a a biased power transfer without speed difference
What’s the difference between gm positrac and a typical LSD
They say you can use the brakes to lock up a LSD if a wheel is in the air. Is there a way to do this in a manual trans?
If it's the rear axle, give her a little of that parking brake. Otherwise, run an actual locker or get good.
I have a 09 chev with a button on the dash that says diff lock,is it a lock or a g80 or something else?
G80 is an automatic locking differential. No buttons to push .
Soooooo Grizzly or Zip, got it 👍🏼
69 Chevelle, 12 bolt, (3.73), planing on 500rwhp, which carrier do you recommend.
True trac
How does a 3-differential vehicle work?
Anyone else get bugged when people call a limited slip a posi trac? I've seen multiple videos and they keep referring to limited slips as posi tracks. Maybe I'm just ocd
Gonna make a drift foxbody. So just go mini spool?
Do you have one for a 2013 ram 1500 5.7
for a drift car seeing equal parts track time and street use which is recommended
Hey @NJ, that will depend on where you are willing to compromise. You are wanting something to use in two very different situations, are you willing to give up traction? Or drivability?
A E locker if your can axle take on, flip of a switch is lock up and ready to burn rubber, turn it off and you back to open diff. i just don't know if they can take this kind of use.
Be a man and get a spool.
I had a spool on my 20v AE86 and I could daily it. Maybe not in the rain lol
whats a soft locker?
What fits a front differential for a 98 chevy 2500?
What application?
@@yukongearandaxle I can't find any limited slip locker etc for a 98 chevy 2500 ext cab 4x4 454 , not sure what you mean by application .
I can't answer your question completely but I can tell you something to be careful about. All front differentials on "semi-late-model" GMs that I've seen, disconnect for pavement driving in the following way: The right axle shaft disconnects from the differential and the left axle shaft stays connected. This is "almost" free-wheeling but not in the traditional way. The left shaft spins forward as you drive down the road and the right stub shaft (inboard of the disconnect) spins backward (this is a cheap and simple way of reducing drag, even if it doesn't reduce drag as much as if both axles (or both hubs) unlock. Because the right stub axle is always spinning in the opposite direction of the left axle when in two-wheel drive, there is NO model of limited-slip differential that can be used. You could use a locker that features on-off control from inside the cab, but nothing else.
I'm very sure that your '98 Chevy uses the kind of front-drive system that's described above.
I mentioned that this front-drive setup is present on "semi-late-model" GMs. I can't speak for the much newer models. If the newer models have automatic disconnects at both front hubs (like most late-model Fords), you would have a lot more options available, including limited-slip models (if any are made that fit). But again, if the front drive of modern GMs is basically the same as on their older IFS front ends, you can NOT use a limited-slip diff.
@@ericl2969 They used to make a limited slip for GM 9.25 IFS it's just not made anymore, that same carrier and gears are used in a Chrysler rear end which they make a limited slip for but it turns the opposite way and no one one the internet can say if it fits or not I've got an email into someone and I'll let u know what they say.
hi, whitch one is better for winter/snow/ice?
We recommend a Dura Grip or Zip Locker
Okay, what’s a powergrip or a traction-lok? Can they name these more confusing names?