When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
I here what you are saying but why on earth would you want to mess with all that when they make a unit that does it all. Its not any more unpredictable than a good LS on ice and snow. Heck you punch an open rear on ice and you are going sideways whats the point you have to learn how to drive sometime. I took the plunge and I'm telling all the guy's on here The detroit locker for the rear of superduty trucks is the way to go. There are some things you may not like about them! For instance When you put the truck in park it will roll 8 inches or so....no biggie. you might not want to power around corners,,even with a LS you will wear the inner tire. No biggie either
Noise, Nothing seemless operation.Strongest diff made. I think you can get them for about the same price. Heck if they made one for the front of my 99 I would have one in there also the lockright is noisey..
Dick
I hear what you're saying; however, messing with all what? The True Trac works with no driver input, just like your Detroit 99.9% of the time (only need driver input when a wheel is off the ground or on ice, and even then you typically won't need to flutter the brake when on ice). It's not clutch based so the quirks of a locker or limited slip in snow and icy situations is much less with the True Trac. So, with the True Trac you have the same seamless operation, no noise, close if not the same strength as the Detroit (remember they're made by the same company), little or no ice/snow quirks, can power around corners. Is there a downside to the True Trac, except it splits torque less than 50/50? If that's a downside I'm willing to bet it's only for those offroading in rocks. By the way, I've had True Tracs in front and rear applications and it's never failed to turn both wheels, even with a wheel in the air (I used to have a very cool video with one of my Jeeps front wheels up in the air, you can see the wheels slow as I applied brake and then both start turning and the Jeep starts moving forward again). I've been offroading for 20 years and in one of the last rigs I built I ran trails with those with OXs, Detroits, ARBs and had drivers of rigs with each ask me what lockers I ran. They were shocked I ran some of the same trails with limited slips front and rear. I'm not saying a True Trac is a locker, but unless you're getting your wheels in the air routinely, why not buy the limited slip that has none of the "clutch based" limited slip quirks and few if any of the locker quirks? By the way, I'll say this, I definitely think the Detroit is less predictable on snow or ice. That's not to say it isn't also a positive in those situations (mostly when offroad), but it'll definitely be more of a "low side finder" than a True Trac (ask me how I know).
Messing with is it going to grab or not, Hitting the brakes etc..I just like to go....
Good thread! Let the buyers decide....Happy new year! Out to plow my hill..
Dick
Any of these suggestions would do me good. It's embarrassing how pathetic my factory limited slip is even in minor conditions. When the time comes for the upgrade I'm pretty sure I'll be going with the ARB system when I re gear, but it's nice to follow a thread like this one to get good idea of what else is available and what they are capable of during real world use.
Thanks for all the input here fellas.
Rezvani's Latest Post-Apocalyptic Monster Is a Ford F-150 Raptor Underneath
Slideshow: Called the Fortress, the 850-horsepower pickup combines Raptor underpinnings with military-inspired features, survival equipment, and a starting price of $285,000.
