mkirsch wrote: Near as I can tell, nobody got "limited slip" correct yet.
Limited slip does NOT apply power to both wheels equally. It applies SOME power to the wheel that isn't spinning. Sometimes that will get you moving, sometimes not.
LOCKING differential applies power to both wheels equally. When one wheel spins enough, you'll hear a clunk come from your rear axle. That means both wheels are locked together and getting equal power. Sometimes you move, sometimes not.
You will only hear a clunk with some locking differentials. Selectable lockers, like an ARB, don't clunk.
Generally speaking, no matter the brand of truck, if you have the option between two otherwise literally identical, one has the limited slip/locking option, take that one! The GM G80 Eaton locker is probably the best/strongest on the market. Dodge then Ford IIRC the types used. Toyota has a pretty good one in the small Tacoma, at least my son likes it. Says it is similar to the G80's I have had thru the years on my pickups and an Astro van.
4wheeler at least in the past, seems like yearly or bi yearly they do a review of the different options. Along with ranking per say with in the LS vs locking categories. Try to find one of these issues if you can for a good general review.
Marty
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00 Chev C2500, V5700, 4L80E, 4.10, base truck, no options!
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When I was on the Ford site I believe the F150 had at least three differential options. The regular open differential. A Limited slip and a locker. My chevy has a locker and compared to the previous limited slip I have driven I much prefer the locker. But it will depend on the type of driving the truck will see most.
A non limited slip differential sends equal power to each side. Power is equal to torque x rpm. When one side looses traction the torque side of the equation falls off so the differencial will increase the rpm to the slipping wheel because it is trying to keep equal power going to each wheel. A limited slip diff senses the two axles spining at different rpms and automatically locks the two together.
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A limited slip differential (LSD) is a type of differential gear arrangement that allows for some difference in angular velocity of the output shafts, but imposes a mechanical bound on the disparity. In an automobile, such limited slip differentials are sometimes used in place of a standard differential, where they convey certain dynamic advantages, at the expense of greater complexity.
ZF LSD - clutch stack visible on left
HTElectrical wrote: A limited slip differential (LSD) is a type of differential gear arrangement that allows for some difference in angular velocity of the output shafts, but imposes a mechanical bound on the disparity. In an automobile, such limited slip differentials are sometimes used in place of a standard differential, where they convey certain dynamic advantages, at the expense of greater complexity.
HTElectrical wrote: A limited slip differential (LSD) is a type of differential gear arrangement that allows for some difference in angular velocity of the output shafts, but imposes a mechanical bound on the disparity. In an automobile, such limited slip differentials are sometimes used in place of a standard differential, where they convey certain dynamic advantages, at the expense of greater complexity.
RCMAN46 wrote: My chevy has a locker and compared to the previous limited slip I have driven I much prefer the locker. . .
Sound advice. A locker only locks when one wheel slips. In my experience sometimes a limited slip will impede free rotation on both wheels in tight turns on dry pavement, increasing tire wear.
Best to take the normal diff, then replace the spider gears and side gears with an aftermarket conversion-style locker. If you want it locked, stand on the go pedal. If there's NO traction, also drag the brakes for a second. If you want it to un-lock, then coast. Serious engine-braking can also get them to lock, so if you're making a really tight downhill turn, you may need to combine heavy braking before the turn with feather-light acceleration through the turn.
Some lockers can be tricky to drive, and require attention.
Limited slips have their place, which is in Camaros and Mustangs, not pickups. The best limited slips also require attentive driving and frequent lube changes, but will only do their job right on dry pavement.
The TrueTrac is awesome, but really not strong enough for serious work. Same for the GM Gov-Lock. You have to baby that one, as well as treat it like the locking limited-slip that it is.
If you're not okay with these hassles, then look into the ARB and the ECTED, then make your choice.
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