True but makes it a lot more interesting...

For now just BFG rugged trails, eventully probbly some studed snow tires (street legal) in 285/75/16 figured if I went the selectable route Id lock them for the initial launch then unlock them for the rest of the lap for that very reasson (and possibly once I got more experience mid corner to help rotate if needed) however I know at least on the street everyone wants a limited slip vs the opens so not sure how that compares in an ice race.

 

I might meet a lot of opposition on this, but I'd run zero traction lock for ice racing.
Now I'll explain why.

If your diff locks up, you could have the front or rear of the truck slip to either side. This could take a couple seconds to correct... let off the gas, correct steering etc.
Locking a differential only really has a performance benefit if you have one tire that has better traction than the other. I know locking the diff can help a street race, but on ice, IMHO you're better off trading a bit of take off power, for accuracy.

If anything, I'd think traction control might be a good thing for ice racing.

Disclaimer: I know nothing about ice racing.

 

I'd lock it solid and drift like the sushi eaters in Japan.

 

I keep forgetting this is here....

Its currently rocking on twin open diffs so life as usual there the biggest problem is getting the back end to rotate when you want it to (instead the front end just decides to not turn or go very wide...) the other downside is the start line starts off slick and gets slicker as more people run due to everyone spinning their tires and polishing the ice so instead of 4 wheels trying to get traction I have 2 so am basiclly idling off the line which while it works kinda kills the whole "Im faster then you!!" mojo (I got this nice 4" straight piped exhaust but the only time the ice racers get to hear it is when I get on the highway at the end of the day )

Traction control would probbly help but being as how its a 91 with the only computer on it being for the auto tranny Im not even sure the truck knows what traction control is... All that said Im thinking for now Ill hopefully get a D60 to swap in over the summer (I HATE my D50TTB with a passion) and when funds allow swap in some ARBs front and rear for offroading and leaving the start line (plus a little tail rotation when needed)

 

i wondn't use a idi for ice racing way to front heavy u lock wheels or lose traction in the rear way easy to spin out due to the lack of weight in the bed keep the drums is i swaped to a stupid rear axle u have to do the front to cause ur 91 and a super duty have diffrent lug patterns

 

99 E350 have same bolt pattern as my truck (8X6.5") the vans stayed non metric for longer then the trucks (want to say it was untill 03-05). As far as spining out I quite frankly couldnt get the rear end to break loose even while trying, the front end would always break loose first. It probbly helps that it has a flatbed so comes with a few hundred pounds of extra ballast on the rear end.

 

if u lock a rear it will spin out quit easy u dont now cause ur rear end is open but with a 1200 pound motor and a way less then that amount in the rear even with the flat bed its gona be diffrent

 

Not my first locked diff... theres a reasson the question was selectable vs LSD not locker vs lsd

 

In Joes defense, big words like "selectable" are as difficult to comprehend as they are to spell.