Thank you! I would be concerned about the forced but if one could be built strong enough, I bet it would be a great option.
6 лет назад
Ya, really detailed and informative and easy to understand......I believe the military Hummer uses skid steer ( or is the split emerg cable to lock up for the spin as u mentioned or for both) and u said they use the Torsen diff? Re: mini spool....how about using it in front and on the street just lock one hub......just so pricey to put cable or air locker front and rear
Thank you for the in depth explanations I have a question, for drifting a locked differential is a must would one of your e lock differentials work for drifting because the slack would not affect a car being that you don't end up rolling backwards and my daily driver is also my drift car so this seems very practical because i don't want to weld my diff looks like a pain to daily drive
I know you did this years ago and you probably won't even write but man this was a great video I have a 1994 ford f150 4x4 with 4 inch lift and plan on doing 6 inch anyways after watching your Awesome video I believe I will be doing the (Spartan lockers) front and rear, I would like to do the Detroit lockers but I really dont have that kind of money and I looked up the Spartans lockers and similar ones like them through jegs and summet racing and they run around $320.00 give or take a couple 20.00,s
@@edwardkesock216 ...I'm scrolling through here thinking, "no point in commenting here, after all this time", but there you are. lol What an interesting tutorial, and as someone else said "very professional" with no umms and arrs. I was soaking it all up. What a bloody good job. I wonder where this bloke is located. I've bookmarked this video for future reference. Bloody awesome.
THE best off road differential description ever. This presentation doesn't go overboard with sponsor support. 100% mechanics, installation, application and engineering. AWESOME video. Thank you!
Who needs years of TAFE and schooling when you have guys like this presenting in a way that is super easy to follow and actually retaining the information being shared in such an impactful way, being visual? Thank you for this share!
Had a Detroit style locker before in a light vehicle. Annoying to drive both on road and off road. On road it was the worst if not being driven correctly. It would lock in a tight turn if letting off a little on the gas or started to engine brake. Needed to keep a certain amount of power or freewheel else it would lock up shaking and unsettling the car with screaming tires. Off road one felt there was lot of play in the system when in rock or uneven terrain. Very jerky because the wheel has to turn a little before power would be transmitted in the opposite direction. Every time the car would get over to the other side of a stone it would move an extra foot rolling before engine braking worked because of the huge slack in the system. It worked best when driven "hard" because then it would always behave like a spool.
This concerns me @Anders Sandkvist. I'm considering one now for cost and ease of use when I go 4WDing. Got a hilux dual cab. I also tow a camper trailer. Would you not recommend it?
I have Lock-Rites (lunchbox/Detroit-style lockers) in both axles of my K10 and they've performed flawlessly for over six years. No learning curve, no clicks, no scrubbing, 99% transparent in daily street use. Perform in low-traction situations. Highly recommend. Only odd thing is that they cost as much a the Eaton Tru-Trac I installed in my Silverado.....
This is a really incredible video. One of the best I have seen on RUclips for any subject. I just want to add that we have front/rear ARB lockers with 110K miles on them, and zero issues except for a melted plastic air line that was replaced with a stainless steel line. No leaks, no icing, etc. We can air up our 2 gallon ViAir tank (110PSI) and the ARB compressor won't trip (90PSI) for ~6 days. With front and rear locker *engaged*, and the Jeep parked, the compressor won't trip until ~3 days. Without the ViAir tank (we have a shut-off valve on the supply hose), the ARB's tiny manifold/tank will hold pressure for over a day before the compressor trips, and about 12 hours with the lockers engaged while parked. Note that we don't typically leave the tank aired up due to condensation and such. Anyway, thanks again for the awesome video.
If anybody is wondering why there aren't many vids on this subject, it is because of this video! ....very informative and very professionally done. Nothing beats a well presented, well constructed vid when broaching this sometimes confusing subject. Well done and many thanks.
Absolutely. The only thing that has changed is that some Eaton E-locker models have changed to a positive engagement collar but only for larger axles. Thanks for watching!
This video is far and away the best, detailed and most easily understood lesson on differentials I have seen. Thanks for making the effort to produce it. I have seen it before but wanted to refresh my mind about Detroit Locker operation, so it took a bit of effort to locate that segment of the video, but I did eventually get to it. I did however pick up a mistake with the Torsen explanation. Relating to the basic principle of operation, the narrators says, "a worm gear can drive a spur gear but a spur gear cannot drive a worm gear" What he meant to say was, "a worm gear can drive a WORM WHEEL, but a worm wheel cannot drive a worm gear." The worm wheel and worm gear are meshed, the spur gears are on the END of the worm wheels and do not touch the actual worm gear. They only mesh with each other.
Thanks for the comment! The phrasing in that section was to say that the Torsen differential works on the *principal* of the Spur and Worm gear relationship, I was not trying to say that the Torsen was a spur and worm mechanism. Hope that clarification helps. Cheers!
At first I thought it was gonna be a long vid and im not gonna finish it, but when i kept watching I found out that this is The Best Differential break down on the internet! Thanks ben
Well done, informative vid. I like the 'real world' addition of the welded spiders. In 50+ years, I have never seen anyone who makes money selling aftermarket parts be as real as that. If I was still building toys that break parts, you'd have my biz. Good on ya'
I welded my buddies rear end in his chev 1500 that lasted about 2 months before his gears were shot. I also welded my Jeep Grand cherokee axel that lasted about a month before it blew up going down the highway. It was super fun though!
I literally have probably only taken the time to leave one or two comments on a video in my entire 10+ year RUclips career, and after being glued to this video from start to finish, I feel compelled to offer my sincerest gratitude for this thoroughly comprehensive overview. If only you had a tutorial for any/everything anyone ever wanted to learn about, would probably be the biggest lifehack of all time.
That was the most clearly explained definition of differential types I have ever heard, and I have been rebuilding rears, trans & engines since 1976! Well Done my Man!!!
This is the best video I have ever seen that describes every type of differential completely. It may be long but extremely well done and worth every minute to watch. Thank you for taking the time to do this. It had just the right amount of detail about each type to make them easy to understand but not confusing. Very well done.
The best, most concise and clearly articulated presentation on this subject that I have ever seen. I’ll subscribe for more of this type of quality content.
I agree with so many others on here, this is the best explanation that I have ever seen. Thank you guys for putting this together! I hope that you continue to create more content like this.
I stumbled into this video, and am very impressed with this gentleman's ability to clearly explain this subject for 30 minutes. I've subscribed without yet knowing what else the channel contains.
fantastic video this is the best demonstration of the different differentials I've ever seen really really good video thank you for taking the time to do such a great job to educate the public five stars to you
Actually I have trained my dog to engage and disengage my Ox locker on command. He is also a good navigator unless he loses concentration if he spots a pretty bitch on the trail. Seriously though, this is by far the best analysis video of the different forms of differentials that I have ever watched. Good job.
I know it's already been said, but WOOWOOOWWWWEEE!! This was the most thorough, complicatedly simple description of THE DIFFERENTIAL and DIFFERENTIAL LOCKERS, that I have seen!! AWESOME JOB!! Thank you very much!!
Much agreed - very well put together video, didn't mind the 29 minute length one bit. I'd really like to see a video of vehicles out on a slippery hill demonstrating as many of these as possible, especially open vs torsen vs one of the selectable lockers vs detroit vs spool.
Excellent description of the Eaton Truetrac. I agree, it is a brilliant mechanical design. It’s worth noting that they can make a “pop" or "boom" when unlocking...especially on dry pavement in a tight turn. I thought I broke something the first time I heard it.
MAAAAAAAAAAAAAN YOU'RE MY HERO! I Have a truetrack in my 06 silverado. Made a uturn with wsy too much wood in the back and swore i broke my rear end when i heard that bang. Called the shop that did the install & they acted like i didnt know what i was talking about. Nice to hear from someone else thats dealt with this issue.
@@michaelrichardson5505 Glad I could "help"! It scared the hell out of me the first time it happened. It doesn’t happen often with normal driving but I’m sure a u-turn would do it.
Great VID. We have started showing this to our clients so they understand what they are getting when they buy a locker. Mike Walsman JeepFix West Jordan, UT
What else are you so knowledgeable about. You are a real pro at explaining. I'm so grateful for your ability to convey the info correctly and your effort to make all the info comprehensive. I almost want to become a technical mechanic. Thanks.
Both diffs just exploded in my jeep tj and this demonstration is way better than a thousand forums and hours of research. Looks like a torsen unit is going to be a perfect differential for my personal needs.
Ben, that was spot on and a perfect video!! Thank you for taking the time to explain each set up. Plan on an Ox Locker in the rear of my Jeep. But was stuck on what to do up front, until I watched your video!! Very informative indeed. When I'm ready to order, after this video, I'll purchase from you!
Just reached 200,000 views! Thank you all for the support and your feedback! We have more videos like this coming out soon so make sure to subscribe to our channel. Cheers!
This a very helpfull for offroaders like me! I'm from Brazil and here is difficult to chose the best solution, because it's no easy to have all options at hand before the purchase. I'm on my way to get a Eaton e-locker!
Miata's are famous for Torsen diffs. I had a 2000 SE with 180k miles that would squall both rears off the line at autocross events for 2 plus years. still worked great when I sold it
I knew all this but i still watched the whole video... for the second time. This would be my go-to video if anyone needed to know. I liked how you know what you're talking about and didn't look like you were reading off a script, makes it more fluid and natural.
Was on the fence between ARB vs Ox. The selling point for me was when he mentioned the Ox having a feature to protect against my dog (or anything actually) accidentally moving the shifter while I'm driving down the highway. That's real world stuff and makes me feel like it was designed with people like me in mind.
I think a Candy Machine Maker invented the True Trac idea.. Being the owner of Walter Trucks . The Detroit Locker Detroit True Tack I think they have been bought out is why the name has changed over the years.. I had one in the rear axle of a Tandem axle Truck .. It helped not to get stuck but was a real pain in the road.. You have to let off on the gas pedal to get it to unlock not so good when you are pulling a loader on a trailer up a steep drive and pulling into traffic and turning .. With a Detroit Locker only the wheel on the out side of the turn breaks loose and free wheels.. thus if you are under power it won't disengage which would cause the front wheels of my truck to slide sideways while turning ..
@@Filthymotorsports Yes the only way a Detroit Locker will work is the out side wheel in a turn will ratchet or free wheel. With a big heavy truck Eaton 34,000 # tandem with 18 1?2 ring gears.. the only way I could get the truck to turn is to let off on the gas so it can unlock.. My Problem was I was pulling a trailer with 7,000 pounds of tongue weight which was way too much should have been about 3,000# 23,000 # loader 7,500# trailer
By far the best detailed, unbiased differential explanations I've seen. I was already leaning toward the Eaton True Trac's front and rear in my street and trail 2000 XJ, this presentation confirmed that for me. Thank you for doing such a great job!
@@V8AmericanMuscleCar Half way there. I have a high pinion Dana 30 that I had 4.10's and True Trac installed in and am doing the same for the Chrysler 8 1/4.
This is quite possibly one of the best differential explanations I've seen out there. Only thing I would say missed at first glean was the fact that people forget to clean up the crap when they weld which can make welding a diff a very bad plan. GG sir.
Excellent presentation, you answered questions I did not know I had and I like the bit at the end " simply weld the gears together, not to the case, just weld the gears together". Someone, somewhere must have:)
I cannot believe I spent 30 minutes watching this. However I am tempted to watch it again as it was so informative. What a great video to explain the differences in the different differential styles available. (I do not think I would even put that many different words in a single sentence). We bought a new piece of property and the driveway is pretty steep and plowing has become a challenge. I had to get my dump truck out of there last week and had to buy some semi chains to get it out. It is just so steep and being light (coming out empty) and its being slick from snow required me to chain it up. After watching this I am thinking I will have a ARB air locked installed on both front and back of the 1 ton truck I am plowing with and chains as well. This should keep me out of trouble for sure. now that I know the different styles and how they work will help me make cleared decitions on future vehicles that we access this property with. Thanks for the great job on this.
I've seen several videos on this subject, this is by far the best of all, thank you very much for sharing, I took the liberty of sharing it on my group page... hope you don't mind.
Great Video! I sent an Email question to Ben. Excellent explanations. Almost like going back to trade school. Air Lockers where just coming on the scene but in the farm tractors we have had them for years at that point. The rest were being used in automotive applications
I came here to say the same thing. Trying to figure out what will suit my 4runner's needs most, and before watching this I knew the basic principle of how diffs work and what a locker does, but still found it confusing. This guy was clear, concise, and easy to understand, and really helped me gain a better comprehension of how all these different diffs and lockers all actually work. Visually seeing him manipulate the physical pieces was incredibly helpful as well. Tons of value in this video for someone eager to learn more! 👏
what makes you say that? They now use a ramp/pin design which works with same principle as ramp and ball bearing and still disengage and re-engage ruclips.net/video/1nYZo--7Xh4/видео.html
This is a fantastic explanation of this subject. As someone who learns far more readily when I see something compared to just reading it (which can be difficult as a biologist lol), this is without doubt the best video I have seen on this topic. Thank you.
I’ve got Eaton E-lockers front and rear, and I wish I watched this video first before getting them because I would have went with Ox lockers front and rear instead.
@@RegardlessRecords the Eaton e lockers are working just fine. Haven’t had a single issue with them at all. My buddy has them as well and somehow he burned up the diode for his rear locker. It was literally on fire in it’s little case. He just swapped it out with a new one and it’s been fine. But they’ve worked every single time I’ve used them. Can’t complain really.
@@RegardlessRecords and yes I was referring to the manual ones. Seems a lot more reliable to be able to just move a level and your locked, as well as the ability to use that tool in case the cable breaks so you have a backup to unblock. But like I said I haven’t had any issues with my Eaton e lockers. I made that comment before I actually had the ability to use them. Now that I have I don’t know if I’d switch, just because there haven’t been any issues with them.
@@StormbornJKU thank for the reply. I figured you were talking about the manual ones. Watching this video it does seem like something crazy might happen with the air or the electric ones. Then I was thinking to myself well a car has a lot of electronic components that last a life time so i figured I'd ask how you are liking them so I can figure out what set up im leaning towards. Thanks for the reply.
HOLD IT! At 4:09 - the small clutch pack. "Very similar to what you would find in a MANUAL transmission..." I'm certain you intended to say AUTOMATIC transmission. OK. Carry on. :-) Good job overall. I remember the Eureka moment I had in 9th grade when I had a differential cutaway I could play with and finally see it for myself. It's very difficult to comprehend without one in your hands.
My brother in law and sister were driving in the snow and ice on the highway in a bronco with limited slip. The rear axle spun out on them and the bronco wrecked bad against the guard rail. It’s not said enough that these can be/are dangerous in ice at highway speeds. Additionally some people have had some luck turning their open differential into a limited slip when needed by applying the park brake and light gas pedal with drum brakes are self energizing in that when a wheel spins, and brakes applied, the drum shoes get pulled in even harder. Thank you for the great clear info. It’s true friction plates in limited slip wear out fast. My 93 ford ranger with factory was and when I put new plates in, it was worn out agin within 50k mikes or less even though I installed extra plates. The Moreno true team looks like the best thing out there and it’s cool our military agree.
Jim M I have a 96 bronco that came with a posi unit from the factory but after 168,000 miles the clutches wore out. But instead of changing the clutches I put in a Detroit true track
BEST VID ON YT . Very clear ,concise and well presented . I work in the aftermarket for a very large WD ... how anyone can give this vid a “thumbs down” ... is waaaay beyond me . Smh
Exceptionally comprehensive explanation of lockers minus one issue... torsen style diffs, like the truetrac, freak out when both tires are on ice. I found that out on my Jeep XJ when the rear end swung from side to side when I hit some black ice at 60 mph here in Colorado. This wasn't just a little swing, but more of a full blown watusi that even the best of your favorite club dancers couldn't replicate. ARB air lockers for me from then on out. Only thing that saved my life was mashing the transfer case into part time 4wd "RIGHT NOW" at speed and it straightened up. Great diff for everything else, just tap the brake if a wheel gets off the ground on rocks, great on sand, mud, gravel or even if a wheel gets in a soft shoulder and one on pavement.Awesome in snow too. Ice? Holy crap, hold on to your wheel and say a prayer because you may be going forward looking through your rear view mirror.
My experience with the TruTrac going from snow to ice on a dirt road at 45 mph in a long bed, 4 door 2 WD 84 Chevy, was different from the former comment. I'm not discounting his experience, but mine was a positive outcome. Power went from wheel to wheel and kept me in control. My friend and co-worker in front of me in his 92 Dodge short bed 4x4 in two wheel drive almost lost it. I'm not sure if it was the wheel base difference or what, but in my truck the Tru Trac works for me.
Wish someone made a 35 spline (detroit) locker for a 12 bolt. I have a spool now for drag racing and it works but it's pretty hard on parts given the two 180 degree turns at my drag strip.
So I could run a spool on my front diff on a tacoma, since I have Manual warn hubs, which means I can disengage my axles from front diff at the wheels when I don’t need 4x4. Would this be a good cheaper option for me????
Technically yes, however, you would have to be very, very careful with how you engage and use 4x4. We like lunchbox lockers for the front because they have a "fuse" function to them to reduce stresses.
Best video I've seen. Question for you about the torsen. My application is endurance road racing on tracks like Sonoma. I understand that when you are going around a corner with no throttle, the torsen allows the wheels to spin at different speeds. My question is, if I begin to throttle in the corner, will the torsen continue to allow the wheels to spin at different speed, or will it effectively become a locked dif. I have used a friction LSD and experienced significant single wheel spin exiting corners even after replacing the clutches. I have also used a Mini Spool (because I don't trust the bearings in a c-clip eliminator kit to last an endurance race with a full spool). I have much better grip and acceleration out of the corner with the mini spool, but experience significant understeer and increase in front tire wear as a result of the rear tires wanting to continue in a straight line. FYI, this car never sees public streets. Thanks again for the great video.
Thanks for question, glad you liked the video! The TrueTrac is used a lot in road racing. On a high traction surface the power always goes to both tires while allowing them to turn at different speeds within a fixed ratio. I had a chance to race a Miata equipped with a Torsen earlier this year on a race track and it was very impressive and extremely predictable. The few times I pushed too hard and got sideways it was completely controlled and very easy to straighten back up. There was also no understeer or oversteer from it. Hope that helps!
The Patrol rear locker is a vacuum actuating locker. It has dual vacuum solenoids in the engine bay which provide vacuum to either of the two hoses running to the rear differential. Vacuum is supplied to one hose constantly to maintain the correct position of the actuating rod to normal open differential use. When you flick the switch vacuum is switched to the second line which slides the locking rod across into the locked position. When you switch it off vacuum is returned to the "open" line and the differential will revert to open again.
@@AfkhamAzeez sounds like exactly the same principle as a Pnuematic actuated differential locker. The difference is they are using the vacuum generated by the engine instead of a compressor to move a pin that locks the spider gears.
Ben, I cannot begin to tell you what a benefit your videos have been to me as I roll up my sleeves and take on the restoration and modification of my '76 Ford Bronco. Your manner is clear, concise, logical and very easy to follow. You make a potentially intimidating amount of information easily understood. HUGE thanks to you for that! Now, a request for some advice: Both my mechanic and his parts supplier have been recommending to me that I install the Yukon Zip air lockers instead of the ARBs which I had initially requested. My choice of ARBs was based on what I sensed was a general consensus (from browsing the many boards available on the web, and not insignificantly your own stated preference) that ARBs were the superior product. My mechanic has installed the Yukons in quite a number of Bronco builds (his specialty), and his parts supplier makes the argument that in addition to the cost savings of Yukons over ARBs, they've seen far fewer issues over the last number of years with the Yukons coming back after installations than they have with ARBs. Also, apparently the warranty on the Yukons beat out ARB substantially (though one could rightfully argue that a superior warranty is completely worthless miles away from the road following a catastrophic failure). I respect my mechanic and his experience, and I am a little apprehensive of taking the parts suppliers advice due to his obvious bias as a Yukon dealer (he can get the ARBs, but does not generally carry them). So, my question to you: if you were me, how hard would you fight and how much push back would you give on this issue? Is the internal composite cage a significantly weak link in the system to be of concern? You've been reassuring in the video regarding both products, gently stating your preference for the ARB. And I'll take it for granted that my mechanic will be attentive during the installation to be sure it is done properly and competently. I am a relative neophyte, and to me there is value in establishing my trust in my mechanic (which I generally have), it's just that an air locker is a substantial expense and a really difficult part to swap out. Just looking for your 2 cents. Again, many thanks!
In the video I was trying to reference the clutch used with a manual transmission (between the engine and transmission) but you are correct, the clutches *inside* an automatic transmission are the same principle :)
manual transmissions have clutches. Even a log skidder has an auto style transmission you just pop in gear, forward seven speeds and reverse. Still has a clutch. Drove it for years pulling logs, no clutch pedal was there. Found one off another skidder, but still don't use it.
congrats, great video. I'm trying to find a great selectable locker for my jeep and while Eaton e lockers sound great they are prone to failure with 35 inch and larger tires. arb's are prone to air leaks oil feed into compressor fire hazard. ox's cable adjustment, I've heard stories of carrier rub on pinion and housing requiring grinding best to have a reliable shop install that on expect bearing failure ect. what would you go with?
Thanks for the question! You are correct in that there is no perfect solution as each locker has it's flaws. However, if you are careful during the installation and maintain the vehilce properly (as you should be doing anyway), the Ox and ARB lockers are very reliable. If you are still worried about those issues though, a Detroit locker is about as fool-proof as it gets but its not street friendly.
I know this video is quite long and you learned more then you did ever did from your teacher or going to a school that helps you become a Mechanic... BUT... With the current state of the Edumukation SIStum.. .. :-) So here is a GUY that Sits down and tells everyone why and what you should buy and everything you ever watned to know that took him maybe 10 years to learn. Yea.. We should ALL be ANGRY he could not do it like PHIL defranco with HUMP-CUT-JUMPS and Pretend that we like the NEW style of Learning???? Yea BRO. We are SOOOO mad at FILTHY motorsports for making us learn something so we can buy the right one! THIS VIDEO IS HIGHLY RECOMMEND TO MEN. The TIZUM crew will love it too. Soy Boys MAY not apply.
No one im my life said true story off all the "diff" out there. Not even a video! (all of them just like:this is best) Thank you BIG time for your time!
Filthy Motorsports unfortunately I do. I can't say what happened before I bought it 12 years ago with a hundred and forty-two thousand miles on it but I go back and forth from Florida to Michigan and from Florida to Texas many times plus I do land clearing for Highway projects in Florida and I take my Bronco everywhere. so now I'm done with the highway driving I'm kicking my street tires off and going to set it up for serious off-roading so I'm going to need a locker glad I found your video PS I've rebuilt this rear end 3 times but never messed with the clutches and I keep the fluid relatively clean and add additives
Posi's don't explode or anything after 20k miles. They are just an open diff with a clutch function so I have no doubt it could last 300k miles. What you have lost however is most of the actual Posi functionality. What you have now is probably only slightly better than just a plain old open diff. And of course that would work perfectly fine for normal street use and even light off roading so you probably wouldn't even notice a difference unless you took it mud bogging or something.
Very professional presentation. Would have no problem buying my parts off this guy. Great video. Thanks for taking the time to put it together. Respect.
Great video with clear explanation of differences in the products being sold. I have been an ASE Master Tech since the late 70’s, and not allows a GM guy, mostly imports. “Hazet Tools” perhaps German, but produced dealer special tools for decades and prior in 1971, I purchased a 3 point axle puller & 1/2” adaptor to use with a torque wrench to check the minimum “Break Loose” torque of the clutch-type LSD differentials. Oddly, cars had a 65 lbs. ft. Minimum being heavier that a pickup truck at 38 lbs. ft. This method is shown in the factory service manuals. With proper gear lube changes, I have check hundreds and never had a clutch pack failure on repeat customers in dealers, one where I worked for 22 years and was on a first name basis. It is not a common fail item. Yes, I have replaced the clutch pack on a few but the had bearing failures first. That metallic grease will destroy the clutch’s fast after a bearing flakes off. I was not lucky with a one job tech, meaning burn’t valves, T-belts, everything electrical so over time, I was forced to buy way more tools than many. Huge investment including a diff-housing spreader that makes it so much easier to get side bearing pre-load. Plus the last 20+ years or so, having selectable shims from the aftermarket was huge to me, getting away from cast iron machines shims used from the factory that require a driver. I have had 300k miles on HD factory Hitachi clutch type lockers still work great under heavy SUV’s. It’s just experience and I winced a little at the 20k comment because there is a way to check them as per the factory book. But then once, customer pay was $24 hr., tech’s flat-rate pay was $6.00 and a Chevelle w/454 was just under $4k loaded. I do understand and meant no disrespect at all. It’s good if you have the ability to drop that much coin. Never got hired by a poor man. I have met guys that could screw-up a steel ball bearing, if all they has, was a wad of cotton.
Thanks for a great video, very comprehensive. Here in Sweden we have a motorsport called "Folkrace" which aims to make racing available to anyone on a very modest budget. This is achieved by a rule that says that after a race, anyone can buy your car (minus racing seat and safety harness) at a fixed price of less than $1000. This of course means you won't be investing that much in the car, that you'll be using a scrapyard-ready one and that the starting field is equal. The race form itself is akin to rally-cross, where you race on a short, technical track which is mostly gravel and mud with some sections of tarmac, and that you race together with other drivers. You are also allowed to push opponents sideways (not ram them though). When I was younger and did this, I recall welding the diff was the only way to go and as said in the video, a spool does come with some serious side effects. I used to race front wheel drive cars (Old SAAB 99:s mostly) and a FWD car with fully locked diff is almost impossible to turn normally outside of walking speed. This is of course remedied by learning to provoke the car to overstear, which in turn poses a challenge - normally (in say Rally or Rally-cross) you do this by having your brakes biased to the rear and then you brake with your left foot while maintaining throttle and doing a quick flick of the steering wheel first in the opposite direction of where you want it to turn, which will cause the rear end to skid in a controlled manner if performed correctly. However, an adjustable brake system was of course also outside the budget, forcing more creativity, in the form of physically decreasing front brake power - this could be done by removing parts of the front brake pads, or as I preferred, by putting a small length of metal tubing between the front calipers, ensuring the could only partially engage. You also had to be extremely careful on the tarmac parts of the track since a rapid turn of the steering wheel was almost guaranteed to snap a driveshaft or strip the splines of it. Good times. Mostly just reminiscing, the one point is that going with a spool diff really should only be used in very specific conditions and like said in the video, especially in the front it's very rarely a good choice.
Excellent presentation, thank you. I built a custom 9" Ford for a 64 Chevelle Malibu Convertible SS. 1100 made. GM diffs are ugly. Ford diffs are sleek, smooth works of art and bullet proof when built right. Coupled with 19' wheels that barely fit the wheel wells, Wilwood brakes, SS E brake and Hydraulic lines made her as pretty underneath as on top.
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300,000 views just before the New Year! Thank you!!
Thank you! I would be concerned about the forced but if one could be built strong enough, I bet it would be a great option.
Ya, really detailed and informative and easy to understand......I believe the military Hummer uses skid steer ( or is the split emerg cable to lock up for the spin as u mentioned or for both) and u said they use the Torsen diff?
Re: mini spool....how about using it in front and on the street just lock one hub......just so pricey to put cable or air locker front and rear
Thank you for the in depth explanations I have a question, for drifting a locked differential is a must would one of your e lock differentials work for drifting because the slack would not affect a car being that you don't end up rolling backwards and my daily driver is also my drift car so this seems very practical because i don't want to weld my diff looks like a pain to daily drive
and would an ox locker work as well?
Do you offer a military discount? I'm interested in the OX locker (cable). I did look at the FAQ first.
What a professional! No errrs n' aaarrrrs, no derailings, just perfect execution of message. Subscribed!
Thank you! Don't be too impressed, it took a lot of re-takes!
@@Filthymotorsports So cool of you to admit that. :)
@@Filthymotorsports At least you took the trouble.
LSD, "Small clutch pack, like you'd find in a manual transmission" ?? Might be one errrs
2:20 I detect an uhh.
By far this is the most comprehensive yet simple explanation of different differentials. Thank you, Ben.
That's exactly what we were going for, thanks!
I know you did this years ago and you probably won't even write but man this was a great video I have a 1994 ford f150 4x4 with 4 inch lift and plan on doing 6 inch anyways after watching your Awesome video I believe I will be doing the (Spartan lockers) front and rear, I would like to do the Detroit lockers but I really dont have that kind of money and I looked up the Spartans lockers and similar ones like them through jegs and summet racing and they run around $320.00 give or take a couple 20.00,s
@@edwardkesock216 ...I'm scrolling through here thinking, "no point in commenting here, after all this time", but there you are. lol
What an interesting tutorial, and as someone else said "very professional" with no umms and arrs. I was soaking it all up. What a bloody good job. I wonder where this bloke is located.
I've bookmarked this video for future reference. Bloody awesome.
Great video. Thanks!
I knew nothing about diffs before this vid… now “i know king fu” - Neo
THE best off road differential description ever. This presentation doesn't go overboard with sponsor support. 100% mechanics, installation, application and engineering. AWESOME video. Thank you!
So glad you enjoyed it, thank you!
Who needs years of TAFE and schooling when you have guys like this presenting in a way that is super easy to follow and actually retaining the information being shared in such an impactful way, being visual? Thank you for this share!
Had a Detroit style locker before in a light vehicle. Annoying to drive both on road and off road.
On road it was the worst if not being driven correctly.
It would lock in a tight turn if letting off a little on the gas or started to engine brake.
Needed to keep a certain amount of power or freewheel else it would lock up shaking and unsettling the car with screaming tires.
Off road one felt there was lot of play in the system when in rock or uneven terrain. Very jerky because the wheel has to turn a little before power would be transmitted in the opposite direction.
Every time the car would get over to the other side of a stone it would move an extra foot rolling before engine braking worked because of the huge slack in the system.
It worked best when driven "hard" because then it would always behave like a spool.
Very well explained, this comment needs more likes to bump to the top!
@@Filthymotorsports Alternatively, you can pin it. :)
This concerns me @Anders Sandkvist. I'm considering one now for cost and ease of use when I go 4WDing. Got a hilux dual cab. I also tow a camper trailer. Would you not recommend it?
Definitely a learning curve to a detroit
I have Lock-Rites (lunchbox/Detroit-style lockers) in both axles of my K10 and they've performed flawlessly for over six years. No learning curve, no clicks, no scrubbing, 99% transparent in daily street use. Perform in low-traction situations. Highly recommend. Only odd thing is that they cost as much a the Eaton Tru-Trac I installed in my Silverado.....
No "ums/errs", just well spoken information. Excellent presentation, excellent descriptions!
I've come back to this video multiple times over a couple years. Amazing video.
So glad to hear it, thank you!
I've been offroading for over 30 years, I have never seen a better explanation of different style traction devices!
So glad to hear it, that means a lot!
This is a really incredible video. One of the best I have seen on RUclips for any subject. I just want to add that we have front/rear ARB lockers with 110K miles on them, and zero issues except for a melted plastic air line that was replaced with a stainless steel line. No leaks, no icing, etc. We can air up our 2 gallon ViAir tank (110PSI) and the ARB compressor won't trip (90PSI) for ~6 days. With front and rear locker *engaged*, and the Jeep parked, the compressor won't trip until ~3 days. Without the ViAir tank (we have a shut-off valve on the supply hose), the ARB's tiny manifold/tank will hold pressure for over a day before the compressor trips, and about 12 hours with the lockers engaged while parked. Note that we don't typically leave the tank aired up due to condensation and such.
Anyway, thanks again for the awesome video.
Thank you for the feedback!
If anybody is wondering why there aren't many vids on this subject, it is because of this video! ....very informative and very professionally done. Nothing beats a well presented, well constructed vid when broaching this sometimes confusing subject. Well done and many thanks.
Still relevant and full of good info 6 years later. Thanks!
Absolutely. The only thing that has changed is that some Eaton E-locker models have changed to a positive engagement collar but only for larger axles. Thanks for watching!
Thank you Ben! I was sold on an Eaton e locker but after watching this video I am seriously considering an ox Locker now.
Finally understood how TOR SEN diffs work. Thank you.
So glad to hear it, that one is seriously tough to explain!
Yeah me too!
This video is far and away the best, detailed and most easily understood lesson on differentials I have seen. Thanks for making the effort to produce it. I have seen it before but wanted to refresh my mind about Detroit Locker operation, so it took a bit of effort to locate that segment of the video, but I did eventually get to it. I did however pick up a mistake with the Torsen explanation. Relating to the basic principle of operation, the narrators says, "a worm gear can drive a spur gear but a spur gear cannot drive a worm gear" What he meant to say was, "a worm gear can drive a WORM WHEEL, but a worm wheel cannot drive a worm gear." The worm wheel and worm gear are meshed, the spur gears are on the END of the worm wheels and do not touch the actual worm gear. They only mesh with each other.
Thanks for the comment! The phrasing in that section was to say that the Torsen differential works on the *principal* of the Spur and Worm gear relationship, I was not trying to say that the Torsen was a spur and worm mechanism. Hope that clarification helps. Cheers!
Probably the most rational and clearest definition and explanation of how these things work. I'm not a mechanic but I now I understand
I'm so glad to hear that, that means a lot, thank you!
At first I thought it was gonna be a long vid and im not gonna finish it, but when i kept watching I found out that this is The Best Differential break down on the internet! Thanks ben
That makes my day! So glad you enjoyed it!
Well done, informative vid. I like the 'real world' addition of the welded spiders. In 50+ years, I have never seen anyone who makes money selling aftermarket parts be as real as that.
If I was still building toys that break parts, you'd have my biz. Good on ya'
So glad to hear it, thank you for that! Cheers!
I welded my buddies rear end in his chev 1500 that lasted about 2 months before his gears were shot. I also welded my Jeep Grand cherokee axel that lasted about a month before it blew up going down the highway. It was super fun though!
I literally have probably only taken the time to leave one or two comments on a video in my entire 10+ year RUclips career, and after being glued to this video from start to finish, I feel compelled to offer my sincerest gratitude for this thoroughly comprehensive overview. If only you had a tutorial for any/everything anyone ever wanted to learn about, would probably be the biggest lifehack of all time.
Thank you so much, I'm so glad to hear it and thank you for posting!!
That was the most clearly explained definition of differential types I have ever heard, and I have been rebuilding rears, trans & engines since 1976! Well Done my Man!!!
So glad to hear that, thank you!
This is the best video I have ever seen that describes every type of differential completely. It may be long but extremely well done and worth every minute to watch. Thank you for taking the time to do this. It had just the right amount of detail about each type to make them easy to understand but not confusing. Very well done.
Thank you!
The best, most concise and clearly articulated presentation on this subject that I have ever seen. I’ll subscribe for more of this type of quality content.
I agree with so many others on here, this is the best explanation that I have ever seen. Thank you guys for putting this together! I hope that you continue to create more content like this.
So glad to hear it, we have much more in the works so make sure to subscribe!
I stumbled into this video, and am very impressed with this gentleman's ability to clearly explain this subject for 30 minutes. I've subscribed without yet knowing what else the channel contains.
Thank you!
At last, someone who knows what they’re talking about and presents it in a way that’s easy to understand. Brilliant!
Thank you for the kind words!
One Ox manual locker, please.
One Ox manual in rear and true track in front please.
@@WilliamEllison I'm think this combo for my 98 XJ 🤔
@@WilliamEllison I'm installing this exact setup now. I'm hoping it's a great combination for on and off road performance.
Ox locker front and back!
fantastic video this is the best demonstration of the different differentials I've ever seen really really good video thank you for taking the time to do such a great job to educate the public five stars to you
Thank you! It took a lot of work to put together so the positive feedback is great to hear!
Actually I have trained my dog to engage and disengage my Ox locker on command. He is also a good navigator unless he loses concentration if he spots a pretty bitch on the trail. Seriously though, this is by far the best analysis video of the different forms of differentials that I have ever watched. Good job.
Haha! Thanks!
This has got to be the most thorough explanation of difflocking options. Really helpful
Happy to hear it!
I know it's already been said, but WOOWOOOWWWWEEE!! This was the most thorough, complicatedly simple description of THE DIFFERENTIAL and DIFFERENTIAL LOCKERS, that I have seen!!
AWESOME JOB!! Thank you very much!!
Wow, thank you so much for the high praise!!
This is the best explanation on the tube. Gracias.
So glad you think so, thanks!
Agreed 1000%
Excellent video!
I have to agree, I had very little idea when I started looking for explanations, and this vid led me to choose the type.
0)00315
Much agreed - very well put together video, didn't mind the 29 minute length one bit. I'd really like to see a video of vehicles out on a slippery hill demonstrating as many of these as possible, especially open vs torsen vs one of the selectable lockers vs detroit vs spool.
Excellent description of the Eaton Truetrac. I agree, it is a brilliant mechanical design. It’s worth noting that they can make a “pop" or "boom" when unlocking...especially on dry pavement in a tight turn. I thought I broke something the first time I heard it.
MAAAAAAAAAAAAAN YOU'RE MY HERO!
I Have a truetrack in my 06 silverado. Made a uturn with wsy too much wood in the back and swore i broke my rear end when i heard that bang. Called the shop that did the install & they acted like i didnt know what i was talking about.
Nice to hear from someone else thats dealt with this issue.
@@michaelrichardson5505 Glad I could "help"! It scared the hell out of me the first time it happened. It doesn’t happen often with normal driving but I’m sure a u-turn would do it.
Great VID. We have started showing this to our clients so they understand what they are getting when they buy a locker. Mike Walsman JeepFix West Jordan, UT
That's not the first time we've heard that from dealers and shops, so glad to hear we can help!
Wow, thanks for your smart way of explaining all this. I can't believe that for 6 years, your videos have had the best information
What else are you so knowledgeable about. You are a real pro at explaining. I'm so grateful for your ability to convey the info correctly and your effort to make all the info comprehensive. I almost want to become a technical mechanic. Thanks.
Thank you, that means a lot! I have many more videos in the works so make sure to subscribe. Cheers!
That was probably the best explanation of differentials I have ever seen thank you!
The OX can be locked by air, electric, mechanical, or the drive away lock. That's four options while being just as tough and costing less than an ARB.
Agreed!
Yeah but like no one in australia has a compatible car
You did a great job explaining and really seem to know the products your selling. Based on this video, I would definitely give you my business!
Both diffs just exploded in my jeep tj and this demonstration is way better than a thousand forums and hours of research. Looks like a torsen unit is going to be a perfect differential for my personal needs.
Sorry to hear about your diffs but glad to hear you enjoyed the video!
By far the most comprehensive and clear explanation on lockers. I have not mechanic experience and understood all. Great Job. Tks
Thank you so much!
Ben, that was spot on and a perfect video!! Thank you for taking the time to explain each set up. Plan on an Ox Locker in the rear of my Jeep. But was stuck on what to do up front, until I watched your video!! Very informative indeed. When I'm ready to order, after this video, I'll purchase from you!
So glad to hear it, thank you! The OX locker is an excellent choice for a Jeep!
Excellent video.....clear, concise, and easy to follow. Thanks for posting :)
I'm so glad to hear it, thank you for watching!
Just reached 200,000 views! Thank you all for the support and your feedback! We have more videos like this coming out soon so make sure to subscribe to our channel. Cheers!
This a very helpfull for offroaders like me! I'm from Brazil and here is difficult to chose the best solution, because it's no easy to have all options at hand before the purchase. I'm on my way to get a Eaton e-locker!
So glad to hear it, great choice!
Miata's are famous for Torsen diffs. I had a 2000 SE with 180k miles that would squall both rears off the line at autocross events for 2 plus years. still worked great when I sold it
wow this guy actually knows what he's talking about unlike other people trying to explain how these mechanism work. good job sir
Thank you!
I wouldn't consider it too long at all. Without doubt the best video on the topic I've ever had the privilege to watch. Thank you.
Thank you! So glad to hear that!
Dang that ox locker is awesome. I just put in a Eaton e locker though.
Both are great in their own way, but the OX locker is very impressive.
The best locker/diff information video I have seen.
Thanks!
I knew all this but i still watched the whole video... for the second time. This would be my go-to video if anyone needed to know. I liked how you know what you're talking about and didn't look like you were reading off a script, makes it more fluid and natural.
Thank you!
Was on the fence between ARB vs Ox. The selling point for me was when he mentioned the Ox having a feature to protect against my dog (or anything actually) accidentally moving the shifter while I'm driving down the highway. That's real world stuff and makes me feel like it was designed with people like me in mind.
Love my Detroit Lockered Dana 60, it's got my old 3/4 ton 2wd in and out of places where open diff 4wd fear to tread. Decent street manners too.
My dad has a 2005 Silverado 2500 HD with G80 and it has 200k with no issues and still locks up fine.
I think a Candy Machine Maker invented the True Trac idea.. Being the owner of Walter Trucks . The Detroit Locker Detroit True Tack I think they have been bought out is why the name has changed over the years.. I had one in the rear axle of a Tandem axle Truck .. It helped not to get stuck but was a real pain in the road.. You have to let off on the gas pedal to get it to unlock not so good when you are pulling a loader on a trailer up a steep drive and pulling into traffic and turning .. With a Detroit Locker only the wheel on the out side of the turn breaks loose and free wheels.. thus if you are under power it won't disengage which would cause the front wheels of my truck to slide sideways while turning ..
Excellent feedback, thank you!
@@Filthymotorsports Yes the only way a Detroit Locker will work is the out side wheel in a turn will ratchet or free wheel. With a big heavy truck Eaton 34,000 # tandem with 18 1?2 ring gears.. the only way I could get the truck to turn is to let off on the gas so it can unlock.. My Problem was I was pulling a trailer with 7,000 pounds of tongue weight which was way too much should have been about 3,000# 23,000 # loader 7,500# trailer
By far the best detailed, unbiased differential explanations I've seen. I was already leaning toward the Eaton True Trac's front and rear in my street and trail 2000 XJ, this presentation confirmed that for me. Thank you for doing such a great job!
So glad to hear it, you are very welcome!
Did you get them? I will most likely get a front and rear Truetrac for my XJ so I'm curious...
@@V8AmericanMuscleCar Half way there. I have a high pinion Dana 30 that I had 4.10's and True Trac installed in and am doing the same for the Chrysler 8 1/4.
This is quite possibly one of the best differential explanations I've seen out there.
Only thing I would say missed at first glean was the fact that people forget to clean up the crap when they weld which can make welding a diff a very bad plan.
GG sir.
Great feedback, thank you for sharing and glad to hear you enjoyed the video!
You are the greatest explainer ever! I want to ask you how everything works!
Oh stop, you're making me blush!
Great info mate, cheers. Wish I had found this before I suffered through hours of contradictory videos. Subscribed.
Thank you!!
now thats a video I am looking for..
GOOD JOB
Thank you!
Excellent presentation, you answered questions I did not know I had and I like the bit at the end " simply weld the gears together, not to the case, just weld the gears together". Someone, somewhere must have:)
Haha, I'm glad to hear it, thank you for watching!
I cannot believe I spent 30 minutes watching this. However I am tempted to watch it again as it was so informative. What a great video to explain the differences in the different differential styles available. (I do not think I would even put that many different words in a single sentence). We bought a new piece of property and the driveway is pretty steep and plowing has become a challenge. I had to get my dump truck out of there last week and had to buy some semi chains to get it out. It is just so steep and being light (coming out empty) and its being slick from snow required me to chain it up. After watching this I am thinking I will have a ARB air locked installed on both front and back of the 1 ton truck I am plowing with and chains as well. This should keep me out of trouble for sure. now that I know the different styles and how they work will help me make cleared decitions on future vehicles that we access this property with.
Thanks for the great job on this.
I'm so glad to hear that, thank you for sharing!
sounds like the torsen diff is the best route to go.hhhmmmm
They don’t always work as advertised unfortunately. There’s awkward spots you get your truck in that confuse the dif.
Great video, really explained, especially for all us diy 4wheelers.Much appreciated keep up the good work.
I've seen several videos on this subject, this is by far the best of all, thank you very much for sharing, I took the liberty of sharing it on my group page... hope you don't mind.
Very happy to hear that, and thank you for sharing!
The best and most accurate explanation I have seen. Excellent. FWIW I am 40 years dealer diff tech.
That means a lot, thank you!
I knew very little about diff's before this vid. Great detail without being long winded and the practical demonstration helped to bring it home.
Thank you, so glad to hear it!
this is by far the best explanation on the plant!! thanks .
Thank you so much!
Great Video! I sent an Email question to Ben. Excellent explanations. Almost like going back to trade school. Air Lockers where just coming on the scene but in the farm tractors we have had them for years at that point. The rest were being used in automotive applications
great explanations... brilliant
Thank you! I'll have to check out your channel when I have time, we work with many customers in Australia!
Their channel is amazing!!
In conclusion: one and only effective and reliable drivetrain you'll find in an old audi quattro :) Great video! Like to listen when a wise man talks.
He most definitely made a complicated topic very simple to understand while being extremely comprehensive.
What a great compliment, thank you!
I came here to say the same thing. Trying to figure out what will suit my 4runner's needs most, and before watching this I knew the basic principle of how diffs work and what a locker does, but still found it confusing. This guy was clear, concise, and easy to understand, and really helped me gain a better comprehension of how all these different diffs and lockers all actually work. Visually seeing him manipulate the physical pieces was incredibly helpful as well. Tons of value in this video for someone eager to learn more! 👏
Yes this video is long , but well worth the time spent.
So glad to hear that, thank you for watching!
The Harrop/Eaton lockers (at least for the 80 series land cruiser) no longer disconnect between front and rear.
Thank for the info, do you have any more info on this or a link?
what makes you say that? They now use a ramp/pin design which works with same principle as ramp and ball bearing and still disengage and re-engage ruclips.net/video/1nYZo--7Xh4/видео.html
Very thorough, thanks for sharing your knowledge!
This video will make anyone an expert on differentials. Clear and to the point.
That was the goal, thank you!
This is a fantastic explanation of this subject. As someone who learns far more readily when I see something compared to just reading it (which can be difficult as a biologist lol), this is without doubt the best video I have seen on this topic.
Thank you.
thank you so much, glad you enjoyed the format!
I’ve got Eaton E-lockers front and rear, and I wish I watched this video first before getting them because I would have went with Ox lockers front and rear instead.
How are the Eatons treating you? And which OX mechanism were you referring to when when you said this comment? The manual ones?
@@RegardlessRecords the Eaton e lockers are working just fine. Haven’t had a single issue with them at all. My buddy has them as well and somehow he burned up the diode for his rear locker. It was literally on fire in it’s little case. He just swapped it out with a new one and it’s been fine. But they’ve worked every single time I’ve used them. Can’t complain really.
@@RegardlessRecords and yes I was referring to the manual ones. Seems a lot more reliable to be able to just move a level and your locked, as well as the ability to use that tool in case the cable breaks so you have a backup to unblock. But like I said I haven’t had any issues with my Eaton e lockers. I made that comment before I actually had the ability to use them. Now that I have I don’t know if I’d switch, just because there haven’t been any issues with them.
@@StormbornJKU thank for the reply. I figured you were talking about the manual ones. Watching this video it does seem like something crazy might happen with the air or the electric ones. Then I was thinking to myself well a car has a lot of electronic components that last a life time so i figured I'd ask how you are liking them so I can figure out what set up im leaning towards. Thanks for the reply.
Thanks, that was the best explanation I've heard.
HOLD IT!
At 4:09 - the small clutch pack.
"Very similar to what you would find in a MANUAL transmission..."
I'm certain you intended to say AUTOMATIC transmission.
OK.
Carry on.
:-)
Good job overall.
I remember the Eureka moment I had in 9th grade when I had a differential cutaway I could play with and finally see it for myself. It's very difficult to comprehend without one in your hands.
The reference was to the clutch used to shift a manual transmission but of course automatic transmissions have internal clutches as well. Cheers!
My brother in law and sister were driving in the snow and ice on the highway in a bronco with limited slip.
The rear axle spun out on them and the bronco wrecked bad against the guard rail.
It’s not said enough that these can be/are dangerous in ice at highway speeds.
Additionally some people have had some luck turning their open differential into a limited slip when needed by applying the park brake and light gas pedal with drum brakes are self energizing in that when a wheel spins, and brakes applied, the drum shoes get pulled in even harder.
Thank you for the great clear info.
It’s true friction plates in limited slip wear out fast.
My 93 ford ranger with factory was and when I put new plates in, it was worn out agin within 50k mikes or less even though I installed extra plates.
The Moreno true team looks like the best thing out there and it’s cool our military agree.
Jim M
I have a 96 bronco that came with a posi unit from the factory but after 168,000 miles the clutches wore out. But instead of changing the clutches I put in a Detroit true track
BEST VID ON YT . Very clear ,concise and well presented . I work in the aftermarket for a very large WD ... how anyone can give this vid a “thumbs down” ... is waaaay beyond me . Smh
Thanks so much for the nice words! Glad to hear you enjoyed it!
Exceptionally comprehensive explanation of lockers minus one issue... torsen style diffs, like the truetrac, freak out when both tires are on ice. I found that out on my Jeep XJ when the rear end swung from side to side when I hit some black ice at 60 mph here in Colorado. This wasn't just a little swing, but more of a full blown watusi that even the best of your favorite club dancers couldn't replicate. ARB air lockers for me from then on out. Only thing that saved my life was mashing the transfer case into part time 4wd "RIGHT NOW" at speed and it straightened up. Great diff for everything else, just tap the brake if a wheel gets off the ground on rocks, great on sand, mud, gravel or even if a wheel gets in a soft shoulder and one on pavement.Awesome in snow too. Ice? Holy crap, hold on to your wheel and say a prayer because you may be going forward looking through your rear view mirror.
Thanks for the feedback!
My experience with the TruTrac going from snow to ice on a dirt road at 45 mph in a long bed, 4 door 2 WD 84 Chevy, was different from the former comment. I'm not discounting his experience, but mine was a positive outcome. Power went from wheel to wheel and kept me in control. My friend and co-worker in front of me in his 92 Dodge short bed 4x4 in two wheel drive almost lost it. I'm not sure if it was the wheel base difference or what, but in my truck the Tru Trac works for me.
Robert Rudd where can I purchase a torson Eaton trutrac diff? Everywhere I look has Eaton Detroit locker diff but don’t say torson.
@@brandonminson2460 It's called Eaton Detroit Truetrac. drivetrainshop.com or pretty much anywhere amazon ebay ect.
Proper studded winter tires, problem solved.
Great vid. I’m just confused now, didn’t know that exist so many diffs any lockers for my old 98 Hilux 🤨
Wish someone made a 35 spline (detroit) locker for a 12 bolt. I have a spool now for drag racing and it works but it's pretty hard on parts given the two 180 degree turns at my drag strip.
Hands down the best video anywhere explaining the different types of differentials and how they function!!!!!!!!!
Thank you!
This is the BEST comparison/explanation of all similar videos on RUclips
So I could run a spool on my front diff on a tacoma, since I have Manual warn hubs, which means I can disengage my axles from front diff at the wheels when I don’t need 4x4. Would this be a good cheaper option for me????
Technically yes, however, you would have to be very, very careful with how you engage and use 4x4. We like lunchbox lockers for the front because they have a "fuse" function to them to reduce stresses.
Best video I've seen. Question for you about the torsen. My application is endurance road racing on tracks like Sonoma. I understand that when you are going around a corner with no throttle, the torsen allows the wheels to spin at different speeds. My question is, if I begin to throttle in the corner, will the torsen continue to allow the wheels to spin at different speed, or will it effectively become a locked dif. I have used a friction LSD and experienced significant single wheel spin exiting corners even after replacing the clutches. I have also used a Mini Spool (because I don't trust the bearings in a c-clip eliminator kit to last an endurance race with a full spool). I have much better grip and acceleration out of the corner with the mini spool, but experience significant understeer and increase in front tire wear as a result of the rear tires wanting to continue in a straight line. FYI, this car never sees public streets.
Thanks again for the great video.
Thanks for question, glad you liked the video! The TrueTrac is used a lot in road racing. On a high traction surface the power always goes to both tires while allowing them to turn at different speeds within a fixed ratio. I had a chance to race a Miata equipped with a Torsen earlier this year on a race track and it was very impressive and extremely predictable. The few times I pushed too hard and got sideways it was completely controlled and very easy to straighten back up. There was also no understeer or oversteer from it. Hope that helps!
Thanks for the response and feedback. I'll be talking to the boss about spending the $500 to put this in.
How do vacuum actuated lockers like the ones in the Nissan Patrol work?
I am not familiar with those, where could I get my hands on one to find out!?
The Patrol rear locker is a vacuum actuating locker. It has dual vacuum solenoids in the engine bay which provide vacuum to either of the two hoses running to the rear differential. Vacuum is supplied to one hose constantly to maintain the correct position of the actuating rod to normal open differential use. When you flick the switch vacuum is switched to the second line which slides the locking rod across into the locked position. When you switch it off vacuum is returned to the "open" line and the differential will revert to open again.
@@AfkhamAzeez sounds like exactly the same principle as a Pnuematic actuated differential locker. The difference is they are using the vacuum generated by the engine instead of a compressor to move a pin that locks the spider gears.
Ben, I cannot begin to tell you what a benefit your videos have been to me as I roll up my sleeves and take on the restoration and modification of my '76 Ford Bronco. Your manner is clear, concise, logical and very easy to follow. You make a potentially intimidating amount of information easily understood. HUGE thanks to you for that! Now, a request for some advice: Both my mechanic and his parts supplier have been recommending to me that I install the Yukon Zip air lockers instead of the ARBs which I had initially requested. My choice of ARBs was based on what I sensed was a general consensus (from browsing the many boards available on the web, and not insignificantly your own stated preference) that ARBs were the superior product. My mechanic has installed the Yukons in quite a number of Bronco builds (his specialty), and his parts supplier makes the argument that in addition to the cost savings of Yukons over ARBs, they've seen far fewer issues over the last number of years with the Yukons coming back after installations than they have with ARBs. Also, apparently the warranty on the Yukons beat out ARB substantially (though one could rightfully argue that a superior warranty is completely worthless miles away from the road following a catastrophic failure). I respect my mechanic and his experience, and I am a little apprehensive of taking the parts suppliers advice due to his obvious bias as a Yukon dealer (he can get the ARBs, but does not generally carry them).
So, my question to you: if you were me, how hard would you fight and how much push back would you give on this issue? Is the internal composite cage a significantly weak link in the system to be of concern? You've been reassuring in the video regarding both products, gently stating your preference for the ARB. And I'll take it for granted that my mechanic will be attentive during the installation to be sure it is done properly and competently.
I am a relative neophyte, and to me there is value in establishing my trust in my mechanic (which I generally have), it's just that an air locker is a substantial expense and a really difficult part to swap out.
Just looking for your 2 cents. Again, many thanks!
This explanation was utterly FANTASTIC!!! Clearly explained and easy to understand. VERY well done!
Great to hear! Thank you!
4:13 I think you meant automatic transmission not manual.
In the video I was trying to reference the clutch used with a manual transmission (between the engine and transmission) but you are correct, the clutches *inside* an automatic transmission are the same principle :)
manual transmissions have clutches. Even a log skidder has an auto style transmission you just pop in gear, forward seven speeds and reverse. Still has a clutch. Drove it for years pulling logs, no clutch pedal was there. Found one off another skidder, but still don't use it.
Just hit 100,000 views! Thank you!!
Good material, so lots of views ;) Congrats!
Thank you! I would look into an Eaton TrueTrac for sure. Hope that helps!
Great video ,concise and clearly explained .
congrats, great video. I'm trying to find a great selectable locker for my jeep and while Eaton e lockers sound great they are prone to failure with 35 inch and larger tires.
arb's are prone to air leaks oil feed into compressor fire hazard.
ox's cable adjustment, I've heard stories of carrier rub on pinion and housing requiring grinding best to have a reliable shop install that on expect bearing failure ect. what would you go with?
Thanks for the question! You are correct in that there is no perfect solution as each locker has it's flaws. However, if you are careful during the installation and maintain the vehilce properly (as you should be doing anyway), the Ox and ARB lockers are very reliable. If you are still worried about those issues though, a Detroit locker is about as fool-proof as it gets but its not street friendly.
I know this video is quite long and you learned more then you did ever did from your teacher or going to a school that helps you become a Mechanic... BUT... With the current state of the Edumukation SIStum.. .. :-)
So here is a GUY that Sits down and tells everyone why and what you should buy and everything you ever watned to know that took him maybe 10 years to learn. Yea.. We should ALL be ANGRY he could not do it like PHIL defranco with HUMP-CUT-JUMPS and Pretend that we like the NEW style of Learning???? Yea BRO. We are SOOOO mad at FILTHY motorsports for making us learn something so we can buy the right one!
THIS VIDEO IS HIGHLY RECOMMEND TO MEN.
The TIZUM crew will love it too.
Soy Boys MAY not apply.
No one im my life said true story off all the "diff" out there. Not even a video! (all of them just like:this is best) Thank you BIG time for your time!
Thank you!
unbelievable explanation, I thought I knew everything about lockers, not even close, you are the best teacher
Thank you so much!
limited slip only last 20 30,000 miles what are you talkin about I have over 300,000 miles on my Bronco my rear end is still fine
You must spend a lot of time driving in a straight line to not wear out those clutches in 300k miles!
Filthy Motorsports unfortunately I do. I can't say what happened before I bought it 12 years ago with a hundred and forty-two thousand miles on it but I go back and forth from Florida to Michigan and from Florida to Texas many times plus I do land clearing for Highway projects in Florida and I take my Bronco everywhere. so now I'm done with the highway driving I'm kicking my street tires off and going to set it up for serious off-roading so I'm going to need a locker glad I found your video PS I've rebuilt this rear end 3 times but never messed with the clutches and I keep the fluid relatively clean and add additives
Posi's don't explode or anything after 20k miles. They are just an open diff with a clutch function so I have no doubt it could last 300k miles. What you have lost however is most of the actual Posi functionality. What you have now is probably only slightly better than just a plain old open diff. And of course that would work perfectly fine for normal street use and even light off roading so you probably wouldn't even notice a difference unless you took it mud bogging or something.
Very professional presentation. Would have no problem buying my parts off this guy. Great video. Thanks for taking the time to put it together. Respect.
That means a lot, thank you!
Great video with clear explanation of differences in the products being sold.
I have been an ASE Master Tech since the late 70’s, and not allows a GM guy, mostly imports. “Hazet Tools” perhaps German, but produced dealer special tools for decades and prior in 1971, I purchased a 3 point axle puller & 1/2” adaptor to use with a torque wrench to check the minimum “Break Loose” torque of the clutch-type LSD differentials. Oddly, cars had a 65 lbs. ft. Minimum being heavier that a pickup truck at 38 lbs. ft. This method is shown in the factory service manuals.
With proper gear lube changes, I have check hundreds and never had a clutch pack failure on repeat customers in dealers, one where I worked for 22 years and was on a first name basis. It is not a common fail item. Yes, I have replaced the clutch pack on a few but the had bearing failures first. That metallic grease will destroy the clutch’s fast after a bearing flakes off. I was not lucky with a one job tech, meaning burn’t valves, T-belts, everything electrical so over time, I was forced to buy way more tools than many. Huge investment including a diff-housing spreader that makes it so much easier to get side bearing pre-load. Plus the last 20+ years or so, having selectable shims from the aftermarket was huge to me, getting away from cast iron machines shims used from the factory that require a driver. I have had 300k miles on HD factory Hitachi clutch type lockers still work great under heavy SUV’s. It’s just experience and I winced a little at the 20k comment because there is a way to check them as per the factory book. But then once, customer pay was $24 hr., tech’s flat-rate pay was $6.00 and a Chevelle w/454 was just under $4k loaded.
I do understand and meant no disrespect at all. It’s good if you have the ability to drop that much coin. Never got hired by a poor man.
I have met guys that could screw-up a steel ball bearing, if all they has, was a wad of cotton.
Wow. Where was this video back about 26 years ago when I was a budding car buff trying to learn out of magazines!?🤣 Very very nicely done👍
Thanks for a great video, very comprehensive.
Here in Sweden we have a motorsport called "Folkrace" which aims to make racing available to anyone on a very modest budget. This is achieved by a rule that says that after a race, anyone can buy your car (minus racing seat and safety harness) at a fixed price of less than $1000. This of course means you won't be investing that much in the car, that you'll be using a scrapyard-ready one and that the starting field is equal. The race form itself is akin to rally-cross, where you race on a short, technical track which is mostly gravel and mud with some sections of tarmac, and that you race together with other drivers. You are also allowed to push opponents sideways (not ram them though).
When I was younger and did this, I recall welding the diff was the only way to go and as said in the video, a spool does come with some serious side effects. I used to race front wheel drive cars (Old SAAB 99:s mostly) and a FWD car with fully locked diff is almost impossible to turn normally outside of walking speed. This is of course remedied by learning to provoke the car to overstear, which in turn poses a challenge - normally (in say Rally or Rally-cross) you do this by having your brakes biased to the rear and then you brake with your left foot while maintaining throttle and doing a quick flick of the steering wheel first in the opposite direction of where you want it to turn, which will cause the rear end to skid in a controlled manner if performed correctly. However, an adjustable brake system was of course also outside the budget, forcing more creativity, in the form of physically decreasing front brake power - this could be done by removing parts of the front brake pads, or as I preferred, by putting a small length of metal tubing between the front calipers, ensuring the could only partially engage. You also had to be extremely careful on the tarmac parts of the track since a rapid turn of the steering wheel was almost guaranteed to snap a driveshaft or strip the splines of it. Good times.
Mostly just reminiscing, the one point is that going with a spool diff really should only be used in very specific conditions and like said in the video, especially in the front it's very rarely a good choice.
Thanks so much for sharing! We have a lot of customers in Sweden!
Excellent presentation, thank you. I built a custom 9" Ford for a 64 Chevelle Malibu Convertible SS. 1100 made. GM diffs are ugly. Ford diffs are sleek, smooth works of art and bullet proof when built right. Coupled with 19' wheels that barely fit the wheel wells, Wilwood brakes, SS E brake and Hydraulic lines made her as pretty underneath as on top.
Yes sir, gotta love that Ford 9 inch!