2nd Gen Non-Engine/Transmission lock-right versus no-slip

[ddechris]

I'm thinking about putting a drop in locking differential in my truck. I have a line on a used Lock-Right, but I wonder if it would be worth holding out for the No-Slip which is supposed to be less harsh.



I have a Lock-Right in my CJ-7, so I already know how they behave on the road. In a heavier, longer truck, behind an automatic, I have a feeling I'll know it's back there, but it won't be anywhere near what I am used to.



Anyone have any experience with no-slip versus lock right?



- Dave

 

[EKlem]

What is the purpose of putting it in? I had a powertrax in my truck for a while but took it out due to not liking how it drove. You will definitely know it is there and you will wear out tires faster. The other problem is that you rear end will tend to slide downhill on a sideslope and try to spin on you in snow. If you are trying to build a go anywhere vehicle, there is no substitute for a locker but for a daily driver, a well set up limited slip will be a lot better.

 

[BDaugherty]

I would be very leery of a used lockright. The main problem I have had with them in the past is the teeth wearing and starting to slip. As long as the teeth show NO signs of wear, go for it. Just make sure you have an open differential to install it into. You can't put a lockright into a limited slip carrier. Correct me if I'm wrong, but if you are talking about a no-slip and not a no-spin, then the no-slip is just a really tight limited slip that drives a lot like a spool. The no-slip would be more predictable, but if it were me, I would just get the lock right... as long as it's in perfect condition.

 

[ddechris]

Thanks for the comments.

My intention is to improve off-road performance. We like to take family trips to National Parks and forest land. While there, I like to indulge in a trail ride or two if I can work it in. We haven't done much of this in this truck, but I'm getting prepared. In a long wheelbase truck with fairly stiff suspension, I would think it would be easy to get crossed-up with open differentials. From the effect in my CJ, adding a locker gives you more than going from 2wd to 4wd.



One of our more memorable trips was to the San Juan mountains in CO in a borrowed 1/2 ton Chevy. We eventually ran out of clearance. I want to repeat that trip and plan others that are similar. While I'd love to trailer our CJ out there, it may not be that practical. I think we can easily get farther in the Dodge than the Chevy due to the clearance. But, I don't want to be halfway up a mountain pass and run out of traction either. The Chevy had a traction device in the rear axle and we did some pretty steep grades in it.



As far as the performance on the road, I have found it is very dependent on driving style. Hard acceleration will lock the differential which leads to tire wear, chirping and excessive over/under steering. Backlash in the drivetrain can cause lots of bucking and hopping in tight corners. With the auto trans, there's no backlash, so there shouldn't be any bucking/hopping. 10 ply tires, trackbar and the extra wheelbase should minimize the over/understeer characteristics although they won't be gone. That just leaves the hard acceleration to avoid. Well that goes against fuel economy. I do see the ice/snow breakout would be easier, but with the weight of the frontend, I think this would be no difference between a locker and a limited slip.



I guess what I looking to figure out is whether the no-slip (Powertrax softer locking product) is much different than the Lock-Right (Powertrax original product) and worth holding out for. Thanks for the warning on the tooth wear. I'll have to think of a way to measure that before cinching the deal.



- Dave