I found this message in my "Saved DML" folder. If you can
decipher the flow, this ought to answer a lot of questions
for those of you interested in lockers . . . might even
change your mind. I know I haven't had a problem getting
out of anything with my LSD . . . . I apologize to all of
you in digest mode.
JY
--- SandMan <sandman@linkup.net> wrote:
>
> Hey JY,
> I'll try to answer some of you questions for you.
>
> Sorry all, its kinda long!
>
> > >> > -----Original Message-----
> > >> > From: owner-dakota-truck@buffnet4.buffnet.net
> > >> > [mailto:owner-dakota-truck@buffnet4.buffnet.net]On
> > >> Behalf Of Jason Yates
> > >> > Sent: Tuesday, May 11, 1999 2:32 PM
> > >> > To: dakota-truck@buffnet.net
> > >> > Subject: Re: DML: Lockers used with a manual trans
> > >>
> > ><snip>
> > >
> > >> > so I was wondering if anyone could explain the
> concept of a
> > >> > locker to me. Also, I have the LSD and how does
> that work
> > >> > with a locker?
> > >>
> A locker would replace a Limited Slip Differential.
>
> A locker is a mechanical device that physically LOCKS the
> 2 axles in a
> differential by splineing them together, but does allow
> separation of the 2
> for cornering.
>
> The standard "open" differential corners by allowing the
> inside wheel to
> underrun (turn slower) than the outside wheel in the
> corner, in this
> situation the outside wheel is the wheel with the most
> power. This is
> accomplished through the "spider gears" which consists of
> a side gear
> splined to each axle shafts & 2 pinion gears that are
> attached to the "cross
> pin" in the differential case. while cornering they work
> as idler gears
> allowing the 2 axles to turn a different speeds.
>
> A locker replaces the 4 spider gears with a pair of
> spring loaded side gears
> which are splined to the axle shafts. In straight line
> driving conditions
> (or low traction conditions) the spring pressure against
> the side gears
> keeps the axle "locked" together (50/50% torque split).
> However in cornering
> the locker disconnects enough to allow an overrun (turn
> faster) than the
> inside wheel which is getting most of the power. This is
> a touchy condition
> since a loss of control can easily occur if traction is
> lost & the locker
> re-engages in a corner it would cause the rear of the
> vehicle to whip out
> violently.
>
> Meanwhile the Sure Grip differential or Posi (Limit Slip
> Differential), is a
> compromise between the 2, it uses friction discs
> (clutches) to hold the
> axles together, there is no harsh locking & unlocking &
> has far better road
> manners.
>
> > >> I don't claim to be an expert, but from what I've
> been
> > >> able to pick up, a
> > >> locker is more aggressive than an LSD. Where the
> limited
> > >> slip uses clutches
> > >> to try to send some power to the stuck tire rather
> than
> > >> the spinning one, a
> > >> locker will actually lock the axle solid so you get
> a
> > >> 50-50 torque split.
> > >> An LSD will still let one tire spin if it's up in
> the air
> > >> and the other one
> > >> is completely stuck (although in practice you don't
> get
> > >> anything this
> > >> extreme).
>
> except rock crawling in Moab
>
> > >>
> > >> The LSD is smoother on pavement. I believe a locker
> > >> actually leaves the
> > >> axle locked a lot of the time, then unlocks when it
> > >> somehow figures out
> > >> you're turning.
> > >>
> You were basically correct with your assessment of
> lockers Vs limited slip
> differentials. In my opinion though, stick with the
> limited slip diff, it
> works quite well & is MUCH easier on parts than a locker.
> You get almost as
> good of traction performance with out the broken axles &
> worn out tires,
> plus when you do a burnout, you still light up both
> tires!!! ;-)
>
> Obviously the decision is going to be based on what you
> need your truck to
> do, if you're rock crawling in Moab or serious mud drags
> in Mississippi
> gumbo mud, then a locker is probably in your furture.
> BUT, if you intend
> your truck to be a daily driver with good off-road
> capability, then a lift
> kit, taller tires & shorter gears are a better choice.
>
>
> > >> > What about the front drivetrain--any way to
> > >> > improve this? Oh, and what is the front
> drivetrain? Is it
> > >> > like a Dana something or other? Just need someone
> to sit
> > >> > down and explain this stuff to me.
> > >> >
> > >> > A curious wheeler,
> > >> > JY
> > >> > Vegas '98 5.2L 4x4 CC
> > >>
> > >> The front axle is a Chrysler 7.25" (at least that's
> what it is in the
> '95).
> > >> No Danas on this truck. Since you can't unlock the
> hubs, it's not a
> good
> > >> idea to try to put a locker or LSD in the front
> axle. An
> > >> ARAB or something else you could completely disable
> at will would work
> > >> okay, but I don't know of anything available for
> this axle.
> > >>
> ---------------------------------------------------------
> > >> Jason Bleazard jbleazard@home.com Toronto,
> Ontario
> > >> current: '95 Dakota Sport white 4x4 Reg. Cab
> V6/3.9L/5spd
> > >> current: '98 Dakota Sport black 4x4 Club Cab
> V8/5.2L/Auto
> > >> RIP: '95 Dakota Sport black 4x2 Club Cab
> V6/3.9L/Auto
>
> Listen to Jason here, DO NOT PUT A LOCKER IN THE FRONT!!!
> Especially since
> the front end does not have locking hubs. Due to how a
> locker operates by
> overrunning the outside wheel in a corner, that wheel
> must have enough
> traction in the first place to force the wheel to
> overrun. If you try to
> corner on snow, ice, soft dirt, sand, even wet roads, the
> axle won't
> disengage & your truck would push like plow!!! In a turn
> the 2 tires have to
> travel 2 different distances in the arc of the turn, a
> locker wouldn't let
> this happen unless you had good traction. If you were to
> break traction at
> this point the front end will whip to the side, probably
> into
> whatever/whoever is next to you, not good. If ARB ever
> makes an air locker
> though now that would kick butt since you differential
> acts as a normal open
> differential until you need the traction. If they do,
> I'll be saving my
> pennies for that.
>
> I have found that the limited slip diff is more than
> capable of getting you
> out of all but the worst conditions. I have the limited
> slip in my 99' Dak
> & had one in my old 79' Ford 4x4. I once cut a front
> tire on my old Ford in
> a frame deep mud hole, but due the limited slip I was
> still able to get out.
> I made through about 50 yards of soup, dragging that flat
> like a ladle, buy
> the time I got to dry ground to change the tire, that 32"
> BFG AT tire was
> off the rim and packed full of mud. So what that means is
> all the power
> going to the front end was being lost as it was only
> spinning the rim inside
> the tire, so my big 4x4 was only a 2wd truck at this
> point.
>
> On my old car (76' Ford) I once had a poor mans locker
> (welded together
> spider gears), was lock together ALL the time, NO SLIP!!!
> It was fun to
> show off with, but I broke 2 axle shafts & ruined a set
> of tires with them,
> all in less than 2 months time until I took it back out,
> wasn't worth the
> headaches.
>
> I hope this helps, & once again, sorry all for the
> lengthy post.
>
> _________________________________
>
> SandMan
>
> proud owner of:
>
> Flame Red 99' Sport CC, 318, FT-4x4, posi, trailer tow,
> Tire & Handling
> package.
> This truck ROCKS!!!
>
>
>
>
>
=====
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