Locking differntials for trailering?
#11
VIP Member
VIP Member
Re: Locking differntials for trailering?
A good quality limited slip by auburn or eaton will work fine, and if you keep the same gear its an easy swap.
#13
Platinum Member
Platinum Member
Re: Locking differntials for trailering?
For towing (and the associated tongue weight on the rears) I prefer a decent limited slip diff, not a locker. It's a wonder that the axle shafts hold up with limited slips, much less a true locker.
I think lockers are the BEST units you can get for hard offroading.
And GREAT for parking lot pull-offs.
And BAD for towing.
As was mentioned, there is NOTHING wrong with a factory style clutch diff. Auburn is a superior unit to the GM Posi-Trac.
And don't let anybody fool you about a limited slip not pulling its weight. If you ease out around a corner on a slippery road, the inside wheel may spin. So what. Big deal. On the same corner, if you stomp it off the line, the load on the spider gears will stuff them back into the clutch plates and you'll light up both rears no prob. That's how they work. The more load you put on the spiders, the harder they bite into the locking plates. No magic. No positive locking (which can snap your axles right where the splines stop) which eats up your tires.
Auburn diff.
or
True Trac (a much more aggressive unit, and not actually necessary).
mc
I think lockers are the BEST units you can get for hard offroading.
And GREAT for parking lot pull-offs.
And BAD for towing.
As was mentioned, there is NOTHING wrong with a factory style clutch diff. Auburn is a superior unit to the GM Posi-Trac.
And don't let anybody fool you about a limited slip not pulling its weight. If you ease out around a corner on a slippery road, the inside wheel may spin. So what. Big deal. On the same corner, if you stomp it off the line, the load on the spider gears will stuff them back into the clutch plates and you'll light up both rears no prob. That's how they work. The more load you put on the spiders, the harder they bite into the locking plates. No magic. No positive locking (which can snap your axles right where the splines stop) which eats up your tires.
Auburn diff.
or
True Trac (a much more aggressive unit, and not actually necessary).
mc
#14
Registered
Re: Locking differntials for trailering?
As has been said already, don't do the Detroit locker unless you offroad heavily.
That being said...you wanted inexpensive and functional. Go with a Lock Right. Unlocks when turning and works great. We sell a lot of these to guys that lift trucks at our shop and run them mainly on the street. I ran one for about 40k miles on a 1995 Chevy I listed.
Buck
That being said...you wanted inexpensive and functional. Go with a Lock Right. Unlocks when turning and works great. We sell a lot of these to guys that lift trucks at our shop and run them mainly on the street. I ran one for about 40k miles on a 1995 Chevy I listed.
Buck
#16
Registered
Platinum Member
Re: Locking differntials for trailering?
Originally Posted by License To Thrill
Buck I bought a 2003 Dodge 3500CTD. As far as I know it's stock. Did it come with a limited slip diff. from the factory? I only tow 5000lbs. Would I need Lock Rite?
#17
VIP Member
VIP Member
Re: Locking differntials for trailering?
Originally Posted by Hang Time 27
Go factory rebuilt limited slip from Ford, and never think about it again.........
__________________
Chris G.
Chris G.
#18
Registered
Re: Locking differntials for trailering?
Originally Posted by License To Thrill
Buck I bought a 2003 Dodge 3500CTD. As far as I know it's stock. Did it come with a limited slip diff. from the factory? I only tow 5000lbs. Would I need Lock Rite?
As for needing one with the amount of weight you tow....that would really depend more and traction issues than anything. Are you having any trouble pulling up wet ramps right now?
Buck
#19
Re: Locking differntials for trailering?
I am looking at a Detroit Locker Tru Trac for my 85 GMC 1500. It has been a yard truck/boat mover for several years but gets stuck on wet pavement.Who has the best prices on lockers?
#20
Platinum Member
Platinum Member
Re: Locking differntials for trailering?
A Detroit Locker and a Tru Trac are two different beasts.
A DL is a ratchet lock diff, and when it locks, it locks. The outside wheel will ratchet ahead of the inside wheel and make a clicking sound.
The TT is a gear locking diff. Friendlier to the tires and such, but will still lock up.
Gleason Torsen is a worm gear locking diff. Fantastic street car (roadrace) diff. Still locks all the way.
For towing, I prefer a diff that doesn't actually LOCK. When you are towing, you have a far increased weight on the rears (from tongue weight) and you are loading your parts much heavier. Just like a headgasket will blow during detonation and save your motor, a clutch type limited slip will save your axle shafts while still providing the additional traction you are seeking.
If you are towing, and need to start off with one wheel on ice and one wheel on pavement, a clutch style limited slip will "one wheel it" if you baby it from a start. But if you start with a good dose of juice (which shoves the spiders into the clutch packs) the pavement wheel will drive you out of the ice. Just gotta see in your mind how they are working.
Course some people gotta have lockers. And then they get to brag about how badass their truck is because they have gone thru five or six snapped axle shafts...
Many trucks do NOT come with limited slip diffs. In fact, more of the are shipped with open diffs than you'd think. The tag on the diff cover will tell you if it is a limited slip or not. The VIN usually doesn't tell you. The data tag axle code usually does though (in the glovebox, door jamb or under hood).
A DL is a ratchet lock diff, and when it locks, it locks. The outside wheel will ratchet ahead of the inside wheel and make a clicking sound.
The TT is a gear locking diff. Friendlier to the tires and such, but will still lock up.
Gleason Torsen is a worm gear locking diff. Fantastic street car (roadrace) diff. Still locks all the way.
For towing, I prefer a diff that doesn't actually LOCK. When you are towing, you have a far increased weight on the rears (from tongue weight) and you are loading your parts much heavier. Just like a headgasket will blow during detonation and save your motor, a clutch type limited slip will save your axle shafts while still providing the additional traction you are seeking.
If you are towing, and need to start off with one wheel on ice and one wheel on pavement, a clutch style limited slip will "one wheel it" if you baby it from a start. But if you start with a good dose of juice (which shoves the spiders into the clutch packs) the pavement wheel will drive you out of the ice. Just gotta see in your mind how they are working.
Course some people gotta have lockers. And then they get to brag about how badass their truck is because they have gone thru five or six snapped axle shafts...
Many trucks do NOT come with limited slip diffs. In fact, more of the are shipped with open diffs than you'd think. The tag on the diff cover will tell you if it is a limited slip or not. The VIN usually doesn't tell you. The data tag axle code usually does though (in the glovebox, door jamb or under hood).