The Trac-Loc is a limited slip. It has clutches in it that will split the torque to both rear wheels but will never lock up. It will send the majority of the torque to the wheel without traction. You can somewhat fool it into sending more to the wheel with traction by applying some brake pedal or e-brake. It will confuse the brake resistance for traction on the slipping tire and send more to the non slipping tire. They arent very expensive to buy but they require that the ring gear be pulled out and reshimmed so the labor will cost some. All clutch type Limited slips require that a friction modifier be added to the diff fluid so the clutches will grab correctly without wearing out too fast.
A lock-rite or EZ Locker (lunchbox locker) are easy to install, the ring gear doesnt have to be removed, only the spider gears and they are inexpensive to buy. They are actual lockers that will apply 100% torque to both wheels when locked. Their normal state is locked. They will unlock and ratchet when one wheel over speeds the rest of the drivetrain (0 torque is applied), such as going around a corner, the outer wheel will actually unlock and ratchet. This is where they get their bad slick road manners. If you give it throttle in a turn, and the inner wheel slips and turns the same speed as the outer, they will lock together and the vehicle will want to travel straight ahead, pushing towards the outside of the turn. They are perfectly fine on the road if you are easy on the throttle and dont mind the ratcheting noise when turning.
A Detroit Locker is a ratcheting locker just like the ones above except it requires that the ring gear but pulled out and reshimmed and the cost is about double that of a lunchbox locker but you get alot more strength. Ive got a short wheelbase vehicle with a Detroit and it can get squirrely, but a heavy, long wheelbase should be much more polite.
An ARB air locker is a selectable locker. It is either open or completely locked on demand, no ratcheting. ARBs are expensive and require an air compressor, air lines and the ring gear must be pulled and reshimmed so the install is also expensive and involved. There are a couple of electric lockers on the market now but they are only made for a limited number of differential types. They operate the same as an air locker, only using electric. There is also a selectable locker made by Ox Tracs that is cable activated but its also limited application.
Sorry this is so long winded but Ive tried to be accurate in describing how these differentials work.
P.S. The easiest way to tell if you have an open or limited slip is to lift the whole rear end up and spin a wheel. An open diff, the wheels will spin opposite each other, a clutch type limited slip, the wheels will spin the same direction. Or you can pull the diff cover and look for the spider gears that an open diff has.
Those are the facts, heres an opinion. I would only go for a locker of some sort if its more of a work truck and smooth, quiet operation isnt important. A locker on Packed snow or ice is cause for stained undies. If you have a luxury ride that sees occational offroad trails or snowy/icy conditions, the limited slip is definately the way to go. A limited slip with some brake feathering will get you through most stuff short of actually lifting a tire off the ground. If you never lift a tire, you dont need a locker.

Reply

Quote Reply

Digg It

Del.icio.us