Nothing Special’s guide to differentials
#16
01-13-2016, 11:58 AM
Although I guess I could have included that any locker is more likely to break an axle shaft than a limited slip, which is more likely than an open diff. A locker will put all of the torque the tire with the most traction can carry through the axle shaft. Open diffs (and to a slightly lesser extent limited slips) are limited by the tire with the least traction.
#17
01-13-2016, 12:24 PM
This is good info! Reps for this!
With my truck, as you explained engaging seriously sounds like someone fired off a shotgun from under it. It scares the hell out of anyone walking down the sidewalk when I turn. It takes some getting used to and once you change driving habbits while turning it's quiet. As far as I'm concerned it's the only way to go. I'm not sure exactly what kind of locker it is though as it was put in before I bought the truck
With my truck, as you explained engaging seriously sounds like someone fired off a shotgun from under it. It scares the hell out of anyone walking down the sidewalk when I turn. It takes some getting used to and once you change driving habbits while turning it's quiet. As far as I'm concerned it's the only way to go. I'm not sure exactly what kind of locker it is though as it was put in before I bought the truck
#18
01-13-2016, 09:26 PM
Not sure what that noise is about. The Detroit in my CJ5 would sometimes slip one tooth if it hadn't quite engaged when I got on the power. It only happened when hitting the gas pretty hard just as it was finishing a turn. But even that was nothing like a shotgun. All it ever drew from anyone else in the Jeep was a curious "what was that?", never any alarm. And I've never noticed even that from the Lock Right in my F-150 or the Detroit I now have in my Bronco.
#19
01-17-2016, 10:36 AM
#20
01-17-2016, 01:00 PM
#21
03-31-2016, 09:56 PM
Great read, and a choice I need to make here coming up for the 9" in the back of my F100.
So, for a street truck, I don't see a choice as in this is first, this is 2nd, etc.
The choices are:
> Open
> Clutch-type LS
> Detroit/Automatic LS
> Selectable
> Gear type LS
If I read it right, you're saying open would be 1, and for the street, the gear type would be 2nd?
I was hoping to pick up a good used or rebuilt 3rd member in the ratio I want, so for a LS that would most likely mean a clutch type.
So, for a street truck, I don't see a choice as in this is first, this is 2nd, etc.
The choices are:
> Open
> Clutch-type LS
> Detroit/Automatic LS
> Selectable
> Gear type LS
If I read it right, you're saying open would be 1, and for the street, the gear type would be 2nd?
I was hoping to pick up a good used or rebuilt 3rd member in the ratio I want, so for a LS that would most likely mean a clutch type.
#22
03-31-2016, 11:04 PM
G80 (aka Gov-Loc aka Eaton MLocker)
(edit: after a little more digging I found that G80 is the GM order code for this diff, Gov-Loc is the informal name they are often called by, and MLocker is what the manufacturer, Eaton, calls it.)
I don’t know a lot about G80 diffs either, so take this for what it’s worth. I know they are made by Eaton, and as far as I know were only available in GM vehicles from the factory and are only available for GM axles. They work like an open diff most of the time, freely allowing one tire to go slower and the other to go faster so you can corner with no tendency to scuff tires. But when the speed differential between the two sides gets too high a centrifugal governor engages some type of clutch to lock the two sides together.
This could be the best of all worlds, but I’ve heard that they are prone to breaking. That, along with my understanding that they’re only available for GM axles, make me less interested in them. So sorry that I don’t have more info on them. And again, I only know what I’ve read about them, so take this for what it’s worth.
(edit: after a little more digging I found that G80 is the GM order code for this diff, Gov-Loc is the informal name they are often called by, and MLocker is what the manufacturer, Eaton, calls it.)
I don’t know a lot about G80 diffs either, so take this for what it’s worth. I know they are made by Eaton, and as far as I know were only available in GM vehicles from the factory and are only available for GM axles. They work like an open diff most of the time, freely allowing one tire to go slower and the other to go faster so you can corner with no tendency to scuff tires. But when the speed differential between the two sides gets too high a centrifugal governor engages some type of clutch to lock the two sides together.
This could be the best of all worlds, but I’ve heard that they are prone to breaking. That, along with my understanding that they’re only available for GM axles, make me less interested in them. So sorry that I don’t have more info on them. And again, I only know what I’ve read about them, so take this for what it’s worth.
Excellent write up on the differences in differential options!
#23
04-01-2016, 07:05 PM
Great read, and a choice I need to make here coming up for the 9" in the back of my F100.
So, for a street truck, I don't see a choice as in this is first, this is 2nd, etc.
The choices are:
> Open
> Clutch-type LS
> Detroit/Automatic LS
> Selectable
> Gear type LS
If I read it right, you're saying open would be 1, and for the street, the gear type would be 2nd?
I was hoping to pick up a good used or rebuilt 3rd member in the ratio I want, so for a LS that would most likely mean a clutch type.
So, for a street truck, I don't see a choice as in this is first, this is 2nd, etc.
The choices are:
> Open
> Clutch-type LS
> Detroit/Automatic LS
> Selectable
> Gear type LS
If I read it right, you're saying open would be 1, and for the street, the gear type would be 2nd?
I was hoping to pick up a good used or rebuilt 3rd member in the ratio I want, so for a LS that would most likely mean a clutch type.
I could add that I've had automatic lockers in three different vehicles and personally I don't mind the on-road quirks since I do value the performance. But the quirks are significant, so I can't really recommend them for primarily street use (but I wouldn't suggest you completely shy away from them either).
#24
04-01-2016, 07:06 PM
From my experience with a former employers GM truck the G80 can be interesting in the snow, at slow speeds when a tire starts spinning it will engage with enough force to break the tire that has traction free and is easy to spin the truck around. At freeway speeds it is somewhat less noticeable but can still be a problem.
Excellent write up on the differences in differential options!
Excellent write up on the differences in differential options!
And thanks!
#25
05-01-2016, 03:36 PM
Senior User
Join Date: Jun 2015
Location: Littleton, CO
Posts: 199
Likes: 0
Received 0 Likes
on
0 Posts
I have Trutracs in front and back of my SAS'd Explorer. For the type of 4wheeling I do, these diffs work great 95% of the time. The only time they don't work very well is if I get stopped with one tire nearly unloaded with weight (it flexes so well that I've never had a tire off the ground)- as soon as try to get moving again, all the power is transferred to that unloaded tire. But usually I can back up slightly, left foot brake as I apply throttle to go forward and it'll send power to both wheels.
And in REALLY deep snow it's easy to get into situations where only one spins- again left foot braking usually helps.
The rest of the time, going up steep inclines with lose rocks, I climb it the first time with almost zero wheel spin. It's nice and steady.
And in REALLY deep snow it's easy to get into situations where only one spins- again left foot braking usually helps.
The rest of the time, going up steep inclines with lose rocks, I climb it the first time with almost zero wheel spin. It's nice and steady.
#26
05-01-2016, 09:53 PM
That sounds like what I would expect from a True Trac. As I said, I haven't driven one, so it's good to get some real-world perspective.
Have you ever driven in in 4WD on a snowy freeway with the front True Trac? People say the True Trac has good manners in the front, but personally I'm afraid of the torque steer in lane changes like I experienced with a Lock Right. I know the True Trac would be less violent, but I still think it would be dangerous.
Have you ever driven in in 4WD on a snowy freeway with the front True Trac? People say the True Trac has good manners in the front, but personally I'm afraid of the torque steer in lane changes like I experienced with a Lock Right. I know the True Trac would be less violent, but I still think it would be dangerous.
#27
05-01-2016, 10:17 PM
Senior User
Join Date: Jun 2015
Location: Littleton, CO
Posts: 199
Likes: 0
Received 0 Likes
on
0 Posts
#29
06-01-2016, 10:13 PM
That sounds like what I would expect from a True Trac. As I said, I haven't driven one, so it's good to get some real-world perspective.
Have you ever driven in in 4WD on a snowy freeway with the front True Trac? People say the True Trac has good manners in the front, but personally I'm afraid of the torque steer in lane changes like I experienced with a Lock Right. I know the True Trac would be less violent, but I still think it would be dangerous.
Have you ever driven in in 4WD on a snowy freeway with the front True Trac? People say the True Trac has good manners in the front, but personally I'm afraid of the torque steer in lane changes like I experienced with a Lock Right. I know the True Trac would be less violent, but I still think it would be dangerous.
#30
01-10-2017, 11:52 PM
New User