2nd Gen Non-Engine/Transmission Limite Slip or Locker?

[Nate]

Power Lock or Detroit no spin... what would you choose?



How is the Power Lock lasting, any breakages? How about tire life?



The Detroit is about the same price.

 

[340Mark]

you might try this page for more info

http://ringpinion.com/content/technicalhelp/default.asp?pid=128

 

[Stamey]

I'm no authority, but in reading these discussions in the past, I have been convinced that a locker is not the best thing to have in the rear, especially if you have turned up the torque. The limited slip will last a long time, and will give when necessary. I think it is smart to sacrifice clutches over hard parts. Then again, I know several 500+ hp trucks that have not problem at all with their LS units.

My 96 has 194K on it and the LS unit is still tight. I know about it every time I turn a corner while applying fuel.



Chris

 

[jkalchik]

Chris, I'd think exactly the opposite. A locker will generally stand up to high hp, a l/s will slip under the extra torque.



I'd be more concerned about the characteristics of a locker on snowy and icy roads. A limited slip is pretty much transparent, a locker can transfer power left and right VERY quickly.

 

[scotmartin]

Chris, I'd think exactly the opposite. A locker will generally stand up to high hp, a l/s will slip under the extra torque.



I'd be more concerned about the characteristics of a locker on snowy and icy roads. A limited slip is pretty much transparent, a locker can transfer power left and right VERY quickly.

The only people I've met who really like lockers are rock crawlers. They can be unnerving on the street under hard acceleration.



Scot

 

[Mundgyver]

They can be unnerving on the street under hard acceleration.

May I ask why Seems like in a straight line these would be ideal. I understand hard cornering, would this be what you are refering too??

 

[Billy Diesel]

May I ask why Seems like in a straight line these would be ideal. I understand hard cornering, would this be what you are refering too??

If your tire pressures are a little off, you will steer with the rear.

 

[Mundgyver]

AH I understand now.

 

[WDixon27]

and anybody that doesn't beleave that has probably not driven very many older atv's

If your tire pressures are a little off, you will steer with the rear.

 

[Stamey]

Chris, I'd think exactly the opposite. A locker will generally stand up to high hp, a l/s will slip under the extra torque.



I'd be more concerned about the characteristics of a locker on snowy and icy roads. A limited slip is pretty much transparent, a locker can transfer power left and right VERY quickly.

I thought the same way too, but when I asked Randy's Ring and Pinion if a Lock-Right could handle over 1000 ft lbs fo torque, they told me it wouldn't. I've been lead to believe that, the LS will handle the torque better, giving if necessary, as well as all of the attributes the other posters mention. I have not experieced those first-hand, but I believe it.



The other thing that concerns me, maybe not with the Detroit No-Spin because it probably isn't strong enough, but with a Full Detroit Locker it will just break the axle off if push comes to shove. This is the part where I'd rather have the LS unit slip a little.



I have read where if you do break an axle and the locker suffers damage also, Detroit will not honor the warranty. I don't know if it was just this one guy or this is a policy with them, but those going with a Detroit might try to get the full scoop before buying. Maybe this is standard practice with all locker manufacturers, I don't know.





Chris

 

[jkalchik]

Chris, a Lock-Right is a lunch box locker, not a full carrier locker. These are well known to not hold up to high torque. There is a big difference between lunch box lockers and full carrier lockers.



Under a high torque application, a limited slip will just act like an open diff.



From my offroading chums, I haven't heard of a full Detroit grenading from a broken axle. It's suppsed to be an issue in front applications with Warn hub fuses or broken hubs, though.



I'm sure that Randy's has some good folks on staff, but I've heard just enough horror stories about their customer service and getting non Dana gears at Dana prices to take my business elsewhere.



I probably should point out here that I've been running limited slips fore and aft for several years in my modified Jeep Cherokee. It's been my daily driver until I bought my CTD. I specifically put in limited slips because I didn't want to deal with lockers in ice and snow here in the Midwest. I'm going to be putting new axles under it, and those will be getting full case lockers (probably Detroits. )

 

[Fishin Guide]

I have driven both in CTDs. I will never own a full locker unless I spend over 50% of my time off road in challenging terrain. So, I wouldn't own own. I would buy a thrash vehicle for off road use.



I chose the Powr-Lok. I have never broken one. I have broken Detroits. I recently drove an '01 with a Detroit on the dry pavement. Truck had tons of power, but it had lots of lash and felt like the trans was binding in corners.



This was all in the rear end of course. BTW, the owner said he gets about 15K less out of his tires than before. Traced it back to unequal tire diameters causing the issue.



Dave

 

[Mundgyver]

Hmmmm, this is an interesting thread as I have been giving serious thought to putting a limited or full locker in my Dana-80. I have not made up my mind as to which way to go yet.



I don't do allot of off roading. My off-roading is up into the mountians on a gravel road and then onto a fire trail to get to a particular mountian lake or picking my way through the sage brush of the high desert in Idaho.

 

[Nate]

Maybe I should have put a bit more detail in my post.



The truck is my daily driver and tow rig for the Jeep.







I had originally planned on going with a Detroit TrueTrack which is a gear style limited slip.



But, I find out the only limited slip available for the Dana 70 is the Dana Track Lock and Power Lock. The track lock is basically a lighter duty unit and not suitable for diesel applications... so that leaves just the Power Lock.



Power Lock is $560



I start wondering, how much is just a Detroit locker... (aka No Spin)... $580.



The Detroit is a install and forget application and just about bulletproof. It works by locking when power is applied and unlocking when coasting.



Just normally a person doesn't go with a locker just for street use.



I'm leaning toward putting the Power Lock. How that works is the 2 axle shafts are "locked" in normal driving. In order for 1 tire to rotate faster than the other, it has to overcome the clutches that are holding the shafts locked together.

 

[MPalachuk]

I have a detroit locker in my 99 auto and I wouldnt have anything else, Had one in my old chevy crewcab. I have no problems on ice and love the dependability when I need it. There have been lots of other posts about a limited slip not being tight enough and having problems getting them to hook up right. As stated the lockright in my opinion is not very good, Just dont look very strong but a lot of people run them. I wish detroit would make there truetrack in the big Dana's, They work very good if you dont want a full locker. Good luck

 

[Straight6Jeff]

I had a detroit locker in my 02 3500. The BFG A/T lasted over 50K miles in 50/50 city highway driving. The locker was not harsh at all on teh street, and I had a six speed. Smooth into the corner, smooth out of the corner. If you matt the throttly, it would cause the truck to yaw a bit, but nothing scary. I probably put about 5k miles in snow and ice, and I was very happy to have the locker because the LSD left me stuck three times in under four inches of snow. No amount of parking brake or modulation would get hte lsd to work.



If you are smooth driver, go for the locker.

 

[Nate]

How about turning into parking lots? How is the tire scrub/scuff? I know it will unlock when coasting, but it's hard to coast when your making a tight turn.

 

[Straight6Jeff]

Working in Cambridge, MA, I would have to pull into a parking agrage every day. 16 turns in, 16 turns out. If there was tire scrub, It didn't wear the tires much. It might be a little different for a dually than a SRW. Under light throttle, and I mean light, it would unhook.

 

[Turbo Thom]

So if all you say is true, why do most all drag racers use the LS instead of a locker. Seems most Detroits, snap, crackle, and pop doing down the track. We've had very good luck with the LS in the Dana with torque 1n the range of 1400lbs.



Is it just different applications?



. . Preston. .

 

[kscheffler]

What is OEM Limit Slip

Who and what type comes standard with the Limit Slip on Dana 80's?