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This was taken from an article on the net I found. This is the "limited slip" rear end used in my new truck and it has different technology than I am used to. After a little research, I found this. It is a old style positive traction as it uses clutches, but they are not engaged until there is a differential speed between the wheels of 100 rpm. It is also deactivated when vehicle speed is over 30 mph.........

Eaton G80 Locking Rear Differential – as used in the new Chevy/GMC pickups with the G80 heavy duty rear differential option.

Drive axle, rear axle, differential: they are all terms we use when describing the unit that directs the engine's power from the transmission to the tires. Differential may be the best term to use, because the drive wheels have to turn at different speeds when the vehicle goes around a corner. The differential allows this. It also splits the torque to the drive wheels, which is great when the tires are on good traction surfaces, but put one wheel on ice or loose dirt and you can easily become stuck. That's where Eaton's locking differential comes in useful.




Locking differentials lock both wheels together when additional traction is needed. This is usually done on rear axles only, because locking the front axle makes it very difficult to steer. Mercedes G500's have offered an electric locking front axle, and combined with the locking rear axle, it is perfect for getting the vehicle over fallen logs and out of deep mud holes, but switch it off if you want to turn.

Dana and Eaton are two manufacturers of locking axles. Both have been around for decades. You can find Dana locking axles in a variety of larger trucks and delivery vans. They are designed for heavy-duty use and they have been used in everything from Canada Post delivery vans to one-ton Dodge trucks. Eaton has been making locking axles for both light duty and heavy-duty vehicles since 1973, and you only find them in GM vehicles.
Eaton recently demonstrated the advantages of a locking differential in a rear-wheel drive pickup over even the best four-wheel drive system and four wheel traction control. The vehicles were positioned with one wheel on dry pavement and the other rear wheel on a set of rollers to simulate a start with one wheel on ice. An object placed in front of one front wheel simulated driving up a curb or out of a rut. Then the driver attempted to drive each vehicle away.



Without a locking axle, the wheel on the rollers would spin but the vehicle wouldn't move. Even with traction control, which brakes the spinning wheel to cause torque to transfer to the other side, there wasn't enough traction to cause the vehicle to climb over the obstacle.

With the locking axle, the vehicle was driven slowly on the roller and the wheel spun freely. By accelerating slightly so the spinning wheel is turning about 100 rpm or about 13 km/h, centrifugal weights in the differential latch to a locking mechanism that forces the diffrential gears to spread apart and engage clutches in the sides of the differential. Within one turn of the wheel, the clutches lock both sides together and the truck drives over the obstacle with ease. I have pulled out of icy parking spots with a GM vehicle equipped with an Eaton locking axle many times when I would have been stuck without one.



Another demonstration simulated driving the trucks over a ditch at an angle. When the truck was in the middle of the transition, one rear wheel and one front wheel had almost no load on them. With the four-wheel drive vehicles, both the one front and one rear wheel without load would spin and the truck would move no further. It was stuck. Even with four-wheel traction control, the vehicle remained stuck because the computer would reduce power at the same time it braked the spinning wheels. There still wasn't enough torque transfer to the wheels with traction to get the truck moving.
As the two-wheel drive truck with the Eaton locking axle reached the transition, the unloaded rear wheel began to spin but within one turn of the spinning wheel the axle had locked and the truck drove through. It demonstrated that a locking axle in a two-wheel drive vehicle can perform better than four-wheel drive.

Eaton's locking differential is used for low speed traction. At speeds above about 30 km/h, a centrifugal weight disables the locking mechanism so that the wheels can turn independently. Unlike limited slip or Positrac differentials which have spring loaded clutches that are engaged at all speeds, the locking differential now allows one wheel to spin. This ensures vehicle stability if you encounter black ice on the highway. If both wheels were locked, they would both spin and the rear of the vehicle would have no stability. Without being locked, only one wheel spins and the other maintains some traction.

I think the technology is kind of neat, although it is not new......

Hutch
 

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Most folks don't get far enough off-road that requires any traction device. I've been places in a Datsun B210 that are just crazy. I know its blasphemy to say that stock is OK, but there is always someone who points a finger at anything less than an ARB locker as inadequate. I say if stock gets you there, then you are fine. If you find yourself getting stuck a lot, then consider upgrading to something that will get the job done. Dropping $2k for lockers that you'll never really need doesn't make sense. Spend the money on a well deserved vacation instead.
 

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If you have to rely on lockers everytime you go off-road it's time to learn your rigs strengths and weaknesses and how to drive it. I run trails unlocked, I only lockup when I get into trouble or when I might start tearing up the trail.
A stock truck will teach you the secrets of "driving elegantly".
The article was biased, the test driver didnt know how to apply the parking brake to transfer power to the opposite wheel?
Eaton like all manufacturer's would like you to believe they found the secret to controlling wheel spin, actually Eatons new electric locker is a little late to the market place. Electric lockers have been an option on Toyota 4x4's for about 15 years, Ford offered an electric locker in the mid 90's for a short period, in the early 70's Dana offered an electric locker for the popular Dana 44 that was never fully accepted because most off-roaders at the time figured an electric motor couldnt stand up to the rigors of off-roading, and Aisin has been making electric lockers since the late 70's (most of theirs are for vehicles not seen or sold in the U.S. tho).
 
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