Locker/Posi School

[Robb]

Hey Guys!
I would really appreciate it if someone could take me to school on lockers. My knowledge of the subject goes about as far as understanding what a fully "locked" diff is and a fully "open" diff is. That part is simple. The rest just seems to be confusing me.

What exactly is going on in a LSD?

What is a "lunchbox" locker?

What exactly is the difference between (for example) the Powertrax No-slip and Lock-right that causes the huge price difference?

There are a bunch of other questions I have, but you prolly get the jist of what I am looking for. Basically I need all the info you have on the subject. Or if you have a link with some good info, plz send it my way.

TIA

Robb

 

[tenikiwon]

My $.02

LSD suck
Or at least they wear out because they use a clutch (friction).

Basically how they work is this.

There is a constant amout of pressure applied via the clutch so that spining wheel has to over power the force of the clutch to be able to spin

go to How Stuff Works and search differential

That's what was suggested to me.

 

[Doug]

a "lunch box locker" is like a powertrax style locker where the locker it self goes on the cross pin with the spider gears. While a full fledged locker like a detriot or an arb actually replaces the whole carrier. Detriot style lockers are supposed to be stronger than powertrax style lockers.

 

[tenikiwon]

Don't know if you've seen this

Dead Link Removed

 

[Mbrooks420]

LSD suck

They don't wear that bad. I have 100k on my truck and it still works good. I'm sure it wouldn't suck if you had it and it helped you out of a ditch. It doesn't wear the whole time you drive, just when you over power it, and on turns.

 

[Digger196]

i've only used mine once and it barly worked to get the X up the rock! thinking of getting a locker to replace the bad boy!

 

[JDraper]

A LSD has a clutch pack that functions similarly to a manual tranny clutch. There are discs inside that slip against each other when cornering to allow the outside wheel to travel faster, but they have enough friction to apply some power to both rear wheels.

Namity hit it on the head about what a lunchbox locker is.

The main difference between a Lock Rite and a No-Slip is how smoothly they operate. The No-Slip runs significantly smoother than the Lock-Rite and has much better highway manners. Offroad they perform about the same.

 

[tenikiwon]

Is there a way to tell if the clutch pads are worn?

Is there an easy/cheap was to relace them?

I just found out I have the LS rear end and I've been stock and it doesn't seem to help, but that could be just LS vs true locker. But I do have 88k on my truck now.

 

[TPLYNCH]

A lot of your question can be answered reading the threads here... http://www.explorerforum.com/forums...d=264680&sortby=lastpost&sortorder=descending

 

[Alec]

There's a very good sidebar on this topic in the December 2002 Road & Track magazine, page 111.

 

[taxx]

Originally posted by tenikiwon
Is there a way to tell if the clutch pads are worn?

Is there an easy/cheap was to relace them?

I just found out I have the LS rear end and I've been stock and it doesn't seem to help, but that could be just LS vs true locker. But I do have 88k on my truck now.

If you didn't know you had limited slip that could be your problem. If the friction modifier for it is not added to the diff fluid it will not work properly.

 

[MrShorty]

Originally posted by tenikiwon
Is there a way to tell if the clutch pads are worn?

Is there an easy/cheap was to relace them?

I just found out I have the LS rear end and I've been stock and it doesn't seem to help, but that could be just LS vs true locker. But I do have 88k on my truck now.

Testing the clutch packs (according to the manual) goes like this.
1) Jack up one wheel.
2) place transmission in neutral (be sure to chock the other wheels. don't want the truck to go anywhere accidently)
3) using a torque wrench, measure the torque needed to spin the airborne tire with the opposite tire on the ground so it can't spin. From manual, should be about 20 ft lbs. Technically, should use a special adaptor to center the torque wrench over the axle, but I find it adequate just to grab a lug nut and turn.

I replaced the clutch packs in both my Explorer and BII. The part runs $65-80. If you don't do it yourself, though, labor can run you several hundred dollars (I was quoted $600 by the Ford dealer). I started a thread to discuss this, but I didn't see it in TPLYNCH's search. search for rebuilding LSD and you should find it.

 

[ScottyM]

locker

I have a 1994 explorer with a factory limited slip. Can I install the Powertrax No Slip in my diff?

 

[Doug]

If you wanted to install a power trax you would have to replace your carrier with an open one.

 

[SWLathrop]

If you have a LS axle, you do not have to replace the carrier to install a POWERTRAX locker.

Limited-slip/posi and centrifugally activated differentials can be as easily upgraded with a Powertrax No-Slip Traction System as can open differentials. When upgrading a limited-slip/posi differential, it is only necessary to remove preload springs before removing the spider gears, and to remove the friction plates after removing the side gears. For centrifugally activated differential upgrades, it is necessary to remove the governor counter weight and tumbler assembly before removing the spider gears (GM Gov-Lock). Powertrax provides a special tool with each centrifugally activated differential model that easily facilitates this step.