Although Detroit Lockers are indeed effective, they can be somewhat disconcerting to live with. While a locker is said to disengage during cornering, the action of a dog clutch can be sudden and abrupt. Lockers can be noisy and will make metallic sounds when the throttle is applied and released, or when they release and lock up during cornering. Finally, drivers of short-wheelbase cars may notice some slight twitching in corners as the unit locks and unlocks. Some find it objectionable, others don't.
For those who want the advantages of a locker without some of the rough edges, Eaton also offers the Detroit SofLocker, which uses what are called preload springs to dampen much of the operational noise.
Detroit Gearless
Similar to the Detroit Locker, the Gearless drives both wheels unless there is a difference in wheel speed. But, while the Detroit Locker and the Gearless perform similarly, their internal components are quite different.
The Gearless uses what's called a Tunkenel-V ramp design. At the heart of the system is a cross-shaft located between two V-shaped ramps. The V ramps are forced apart as the differential case turns the shaft, which causes the friction clutches to lock the side gears to the case and transfer torque to the wheels. If any force causes one wheel to go faster than the ring gear that is driving it, like turning a corner, the force on the V decreases and the clutches disengage. Trust us, it's simpler than it sounds.
Eaton E-Locker
Think of this as a locker you can turn on and off at the flick of a switch. When the system is engaged, an armature and an electromagnet apply force to what's called a ball ramp mechanism. Balls are forced up a ramp, which push locking pins into matching holes located on the back of the side gear. That locks the axle and drives torque to both wheels. That action, in turn, pushes the system's locking pins into matching holes located on the back of the side gear. That locks the axle, and drives torque to both wheels.
There are certainly advantages to a locker that can be turned on or off, but then you don't always know when you'll need extra traction until it's too late.
So, Which One Is For You?
An open differential is perfectly acceptable for some street rodders, but if a performance engine and transmission are part of the package, as they often are, a traction-enhancing differential should be part of the package as well.
So which one is right for you? That depends on your expectations. If ultimate traction is the goal, a locker is the way to go. In the case of a conventional design, there are some noise and cornering quirks to contend with; and with an electric locker, you obviously have to turn it on when you need more traction, which may be great when you decide to go drag racing but a little impractical for everyday use. On the other hand, if improved traction with no muss or fuss is what you want, a limited slip of some sort is the way to go. In either case, the performance benefits are obvious, but then you learned that as a kid.
Look closely at the exploded...
Look closely at the exploded view of the Gearless and you'll see the V-ramps in which the cross pin fits. As the pin is turned by the case, it separates the halves of the differential and applies pressure to the clutch discs.
Detroit Lockers are rugged...
Detroit Lockers are rugged and provide the ultimate in traction. The projections on the hubs and the corresponding slots they fit in are the dog clutch components.
An excellent choice for street...
An excellent choice for street rods is the Detroit Truetrac. The helical gear design provides quiet and smooth operation while transferring the most torque to the wheel with the best traction. It's quiet, doesn't require special lubricates, and handling is not affected by its operation.
The E-locker from Eaton allows...
The E-locker from Eaton allows the driver to lock the differential when the situation calls for extra traction. Unlocked, it behaves like a standard differential.