puty72
Well-Known Member
I have no knowledge on differentials so i was wondering what is the difference between a limited slip and locker and also what are the pros and cons for each.
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lsd vs locker
- Thread starter puty72
- Start date
puty72
Well-Known Member
alright thanks
- Joined
- Jan 14, 2009
- Messages
- 795
- City
- SoCal
- Vehicle Year
- 2003
- Transmission
- Manual
- Total Lift
- 4.5" SL
- Total Drop
- WWWhhhaaattt !?!
- Tire Size
- 33 x 12.50
IMHO If you just want something for the street then a Limited Slip, frt/rear, is the best way.
Lockers are great on the trail but have inherited problems.
For street use a Detroit Locker will keep the tires locked together and on wet/snowy pavement will cause more sliding in the rear; a limited slip will reduce this problem but not eliminate it.
The option ($$$) OX, Air and Electric Lockers give you the best of both worlds.
A lot of people do not find the locked rear on the street a problem but some do but a locked front will be a different problem when in 4wd and the hubs are locked; try to turn a corner with both wheels spinning on wet/slippery pavement.
I for one with my '03 Ranger will be running a Cable Locker (OX) in both the front and rear; as said more money but less worries on wet pavement.
Lockers are great on the trail but have inherited problems.
For street use a Detroit Locker will keep the tires locked together and on wet/snowy pavement will cause more sliding in the rear; a limited slip will reduce this problem but not eliminate it.
The option ($$$) OX, Air and Electric Lockers give you the best of both worlds.
A lot of people do not find the locked rear on the street a problem but some do but a locked front will be a different problem when in 4wd and the hubs are locked; try to turn a corner with both wheels spinning on wet/slippery pavement.
I for one with my '03 Ranger will be running a Cable Locker (OX) in both the front and rear; as said more money but less worries on wet pavement.
The automatic locker (Lockright, Detroit etc) does not keep the tires locked together on turns. It allows the outside tire to disengage so it can speed up as the ground drags it faster around the outside of the turn. To get it to lock up on a turn, you have to break traction on the inside tire so it can spin and catch the outside tire forcing it to lock back up. It's all about how you drive it.
On the front where the tires turn a lot, the speed differences are constantly varying and it is herky jerky as the locker is constantly unlocking and relocking a tire. This happens even in 2wd if the hubs are locked in. In 4wd on the snow and ice you have to be careful and sometimes it feels like there's a poltergeist in the steering box fighting you for control. But it's not bad if you take it easy and remember that either lifting your foot suddenly, or stepping on the gas suddenly is what is causing it. Drive smoothly both in turns and with the accelerator and it isn't a problem.
On the front where the tires turn a lot, the speed differences are constantly varying and it is herky jerky as the locker is constantly unlocking and relocking a tire. This happens even in 2wd if the hubs are locked in. In 4wd on the snow and ice you have to be careful and sometimes it feels like there's a poltergeist in the steering box fighting you for control. But it's not bad if you take it easy and remember that either lifting your foot suddenly, or stepping on the gas suddenly is what is causing it. Drive smoothly both in turns and with the accelerator and it isn't a problem.
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