The Powertrax Grip Lok is the latest design in traction adding differential technology. It combines the fully automatic locking action of our traditional locker, with the strength of a fully machined case.
Using our automatic locking technology, the Powertrax Grip Lok delivers automatic mechanically actuated traction. This is our strongest locking differential, offering the ultimate in competition and off-road capabilities.
The Powertrax Grip Lok comes fully assembled. Because there are no friction plates, so you can use any gear oil you like, including full synthetic and racing lube. And don’t forget that there is no friction modifier additive necessary! Designed for rugged competition and off-road traction needs, this is not for the timid or weak!
Powertrax Traction System are the ideal solution for just about any light truck, sport utility, and muscle car on the road today. Whether you need the safety of added traction for daily commuting, recreation, work, or just so your muscle car puts power to the pavement instead of buring one wheel up, the Powertrax Traction System are your answer.
LUBRICATION NOTICE
Your new Powertrax differential is an extreme traction solution, built to transfer maximum horsepower to your wheels. In order to get the most out of your differential, we recommend the following:
The Grip LOK fully automatic locking differential is the ultimate extreme traction solution. Always use a 80W-90 weight petroleum based gear oil with a GL-5 (or higher) rating, friction additive/modifiers should NOT BE USED. Synthetic oils and oils containing friction modifiers are not recommended.
The Powertrax Grip Pro is the latest design in traction adding differential technology. It combines the smooth operation of a limited-slip differential, with the strength of a fully machined, forged steel case.
Using 3x2 spiral gear technology, the Powertrax Grip Pro delivers progressive and variable traction. Based off of throttle input, you are in control of how much traction is applied. Great for use where finesse is as important as brutal traction is. On the road, in rain & snow, and on the track, Grip Pro is a winner!
The Powertrax Grip Pro comes fully assembled. Because there are no friction plates, so you can use any gear oil you like, including full synthetic and racing lube. And don’t forget that there is no friction modifier additive necessary!
LUBRICATION NOTICE
The Grip Pro differential uses helical cut gears to transfer power to the wheel with the most traction. Power transfer in these differentials requires friction between the helical gears and the body of the unit. Therefore, friction additive/modifiers should NOT BE USED. Always use a 80W-90 weight petroleum based gear oil with a GL-5 (or higher) rating. Synthetic oils and oils containing friction modifiers are not recommended.
The Powertrax Grip LS is the latest design in traction adding differential technology. It combines the smooth operation of a limited-slip differential, with the strength of a fully machined case.
Using carbon-fiber and steel friction plate technology, the Powertrax Grip LS delivers streetable and consistent traction. You asked for it and we made it, an all-new complete case, s-spring preloaded limited-slip differential.
The Powertrax Grip LS comes fully assembled. Because there are friction plates on machined internal gears, it is fully rebuildable. This is as close as it gets to a traditional and trusted muscle car or truck style limited-slip.
LUBRICATION NOTICE
The GRIP LS is a Clutch-style limited slip differential that uses carbon fiber clutches and steel disks. High quality mineral gear oils are required for use in GRIP LS differentials. Always use a 80W-90 weight oil with a GL-5 (or higher) rating and add 4 ounces of a friction additive/modifier.
The Powertrax Lock-Right Locker is the original locking differential that could be easily installed in existing case assemblies without any special tools or setup equipment. It has been widely used in demanding off-road applications around the world requiring extreme traction output and high-strength.
Because the Lock-Right eliminates wheel spin-up and therefore its associated driveline trauma is negated, the strength and integrity of its surrounding original case and other driveline components are, in effect, substantially increased. Cases that occasionally fail with open or limited-slip/posi differentials become one of the strongest links in the drive train when equipped with the Powertrax Lock-Right.
The Lock-Right has been used in the harshest conditions around the world by hard-core off-roaders, in towing applications, and even United Nation vehicles in rugged terrain.
For traction output, strength and durability, the Powertrax Lock-Right Locker. rivals much more expensive competitive lockers sold only as complete case replacement assemblies. It is a leading product because the Lock-Right delivers as much traction output, its end assembly is exceptionally strong, is much less expensive, and does not require professional installation (because the complete case assembly does not have to be replaced and realigned with precision calibration equipment). An excellent choice for off-road vehicle applications, performance enthusiasts also began using the Lock-Right Locker to satisfy their extreme traction requirements for racing, hot-rods and muscle cars.
The Lock-Right’s operation is fully automatic. Designed to send the engine power to the wheels with the most traction, the Lock-Right will help get you where you want to go. While traveling straight the Lock-Right will lock the axles together similar to a spool. However, when the wheels need to differentiate in a turn, the Lock-Right will allow the outside wheel to rotate faster to complete the turn. The internal gears on the Lock-Right will overrun each other to allow this differentiation.
When operating off-road, the Lock-Right will always send the engine power to the wheels that need it most. For example, if you are rock crawling and one wheel is in the air (complete loss of traction), the wheel on the ground will receive the engine power and keep you going. Whether it be snow, sand, mud, ice, etc… the Lock-Right will give you the traction you need.
Although smoother than other competitive locking differentials, the brute force characteristics of the Powertrax Lock-Right Locker limit general application in less tolerant and more mainstream applications. In some vehicles, you will hear a light clicking noise as the gears are overrunning themselves and allowing the wheels to differentiate in a turn. This is normal of most lockers on the market today. We recommend the Lock-Right for vehicles that are primarily driven in severe driving conditions or are used for recreational off-road. For vehicles that are driven daily or require more mainstream application, the Powertrax Traction Systems offer a quieter and smoother performance.
The Powertrax Lock-Right Locker is shown in the diagram (click to view full detail) and consists of two Drivers, two Couplers, and two Spacers. Most General Motors, Chevrolet, Jeep, Chrysler, Toyota, and late model Fords have this type of assembly. Many import vehicles that have four pinion differentials and the Ford 9-inch will differ slightly from the picture above.
Power is transferred to the wheels through intermeshing teeth in such a way that one wheel cannot be powered ahead of the other. When entering a turn, where the outside wheel needs to travel faster than the inside wheel, the teeth driving the outside wheel disengage. The Lock-Right Locker is quieter than competing locking differentials, but nonetheless, as the vehicle continues through the turn, the teeth repeatedly engage and disengage producing a ratcheting sound.
The figure on the bottom of the diagram (click to view full detail) demonstrates the operation of the Lock-Right Locker. When powering straight ahead, the cross-shaft engages the saddles in the drivers at an angle such that, in addition to rotating the drivers, forces the teeth of the drivers into engagement with the teeth of the respective couplers. The harder the driving torque, the stronger the tooth engagement. When entering a turn, the driver on the outside of the turn advances ahead of the cross shaft so there is no torque or outward force imposed on this driver. The opposing driver remains fully engaged delivering engine power. After about 1° of rotation, the pins in the driver bottom out in the holes of the opposing driver, so it is now restrained from further rotation. Because the coupler is splined to the axle, it continues to rotate ahead of the driver. The positive angle on the coupler and driver teeth then enables the driver to disengage from the coupler with 1/2° of additional rotation. As the vehicle continues through the turn, the driver repeatedly engages and disengages from the coupler, making the aforementioned ratcheting sound. The springs between the two drivers ensure that the driver will reengage with the coupler when the vehicle exits the turn. The cross-shaft contacting the saddles provides the final engagement force, not the springs. In summary, the Lock-Right Locker offers full wheel differentiation combined with maximum traction.
Lock-Right is known for its ease of installation. In most applications, the complete installation takes less than two hours. No special tools or oils are required. Anyone with basic mechanical skills can install the Lock-Right with common tools (wrench, screwdriver). Detailed instructions are provided with each unit that include diagrams and photos.
There are basically two different types of installation.
1. Differential cases that you can access through the rear differential cover. Most AMC, Chrysler, Jeep, General Motors, and late model Ford vehicles have differentials that require this type of installation. This installation is the easiest because you simply remove the rear differential cover bolts to access the differential case. A summary of the steps are as follows:
2. A second type of installation involves a vehicle with a third member. Third member style differentials are removed from the driveshaft side of the vehicle (Ford 9 inch and most import vehicles). Installation in these types of differentials is easy once the third member is removed from the vehicle.
NOTE: This is a brief description of the installation instructions and is not to be used for actual assembly. A detailed owners and installation manual come with every Lock-Right kit. Vehicles that have low gear ratio’s (numerically high) can often require a more extensive installation because of the ring gear thickness.
Application Guide
The Lock-Right Locker can be installed in a wide range of domestic and import vehicles. We currently have over 60 different models fitting over 100 different vehicle types. Whether you have a truck, car, jeep or competition vehicle, odds are that we have a system for you
The Powertrax Traction Systems are the latest design in traction adding differential technology. It combines the smooth operation of a limited-slip differential, with the traction performance of a locking differential.
A precise synchronization mechanism eliminates the ratcheting sounds typical of other locking differentials. Special gear and spring design reduce the backlash and therefore driveline windup. Only ultra strength material is used which is 67% stronger than titanium.
Installation is simple because no ring and pinion set-up is required. In addition, no special tools or oils are needed. Step by step model specific instructions are provided with every kit.
The Powertrax Traction Systems are the ideal solution for just about any light truck, sport utility, and muscle car on the road today. Whether you need the safety of added traction for daily commuting, recreation, work, or just so your muscle car puts power to the pavement instead of buring one wheel up, the Powertrax Traction Systems are your answer.
CAR/HOT ROD
The Powertrax Extreme Traction System will deliver engine power to both wheels when coming off the line. Don't let one wheel spin effortlessly anymore. Upgrade and improve your times and your vehicles reputation. Offered for the Mustang, Nova, Camero, Impala, Chevelle, and many others.
Spool performance when coming off the line and full wheel differentiation in the turns. Whether your vehicle is driven everyday or just on the weekends, Powertrax Extreme Traction System's combination of maximum traction and smooth quiet operation will make you a winner.
TRUCK/SUV
The Powertrax Traction System will significantly enhance the traction of your light truck, sport utility vehicle, or van by sending the engine power to the wheels that need it most. Yet on dry pavement, the Powertrax Traction System will allow for full wheel differentiation to prevent additional tire wear. Operation is smooth, quiet and dependable.
The Powertrax Traction System performs under a variety of rugged conditions. Whether it be snow, ice, mud, sand, gravel, or the street, the Powertrax Traction System will help get you to your destination. Its extremely rugged design has been tested and proven worldwide.
Towing your boat, RV, or trailer is no problem with the Powertrax Traction System installed. Never get stuck on the boat ramp again. It's also ideal for vehicles with plows or that operate in construction areas.
Anyone who has watched a vehicle try to climb a slippery slope has noticed that one wheel will begin to slip before the other. Once this happens, the vehicle struggles trying to make it up the slope. The slipping wheel will spin-up and take power away from the other drive wheel. Even on a level area that is slippery, one drive wheel will break traction and spin-up. A soft surface such as snow, mud or sand will cause the spinning wheel to sink itself in deeper and deeper causing the vehicle to get stuck. Aside from the inconvenience and annoyance of getting stuck, safety issues include becoming stranded, risking injury while trying to free the vehicle, and increasing the chance of having an accident.
Bottom line: Greater traction makes the important safety difference in avoiding getting stuck and enjoying better vehicle control when driving
Traction is also important for outdoor enjoyment and recreation. Whether you want your muscle car to lay two stripes when coming off the line, are trying to get your family to their favorite skiing spot, or are getting ready for a weekend of recreational off-roading, hunting, or fishing, you need traction.
Very poor traction behavior is a characteristic of conventional “open” differentials that are still used today as standard equipment on most vehicles. This century-old technology delivers virtually all the engine power to the wheel that begins to slip first. Because the wheel that begins to slip has the lowest amount of traction and because all the power is delivered to that slipping wheel, there is insufficient power applied to the non-slipping wheel to adequately propel the vehicle. Although open differentials work adequately on ideal driving surfaces, they perform poorly under adverse traction conditions.
Electronic traction control senses for wheel spin and triggers when detected. It applies braking action to a spinning wheel and holds back the throttle, all in an attempt to propel the vehicle forward. Electronic traction control is usually designed to work in conjunction with the vehicle’s anti-lock braking system (ABS), and is adapted primarily to passenger cars rather than heavier duty vehicles. Even with light duty applications, performance results are inconsistent. Car owners with electronic traction control often learn that their traction improvement is so limited they can’t even climb their driveways after a light snowfall. Many also complain of annoying side effects, such as power pauses when driving normally. Therefore, on/off switches are used with almost all electronic traction control systems. Because of their idiosyncrasies they are usually turned off, providing no automatic traction benefit whatsoever.
The increasing demand for more traction has made 4×4’s so popular that they continue to be produced in record numbers year after year. But “4 wheel drive” is a misnomer that misleads consumers into believing they have the ultimate traction vehicle. They don’t. Many 4-wheel drive vehicle owners get stuck in situations they believed their vehicles could easily handle. 4×4’s are equipped with the same differentials that have the same shortcomings as those equipped in 2-wheel drive vehicles.
Most 4-wheel drive transfer cases automatically direct engine power to the front axles providing what is referred to as “All-Wheel-Drive” operation. Another misnomer. These transfer cases are, in effect, center differentials that are technically similar to the front and rear differentials. These differentials track the path of least resistance, which unfortunately is the lowest power delivery path. Loss of traction in just one wheel of many of these “full time” 4×4’s and the vehicle will lose available power delivery to the other wheels, thereby running the risk of getting stuck.
Selectable 4-wheel drive center sections will, when engaged, provide better traction than all-wheel drive units. But, they cannot be driven on-highway when engaged due to severe driveline windup that can cause serious breakage or bind-up the driveline so badly that the vehicle will stall. Only after lifting the vehicle to relieve the windup will it be able to be driven further. As a result, most selectable 4-wheel drive vehicles are pre-dominantly driven in basic 2-wheel drive mode. Further, front wheel unlocking hubs are often added to entirely disconnect the front wheels from the front axle. To activate the front wheel drive in these 4×4’s, the center transfer case must be manually engaged and both front wheel hubs physically turned until locked. Disconnecting is equally as difficult.
Few 4×4 owners understand the ramifications of 4-wheel drive operation or comprehend the true price of ownership. It’s an unfortunate reality that performance remains inadequate after spending thousands of dollars more to purchase a 4-wheel drive vehicle and incurring all the associated recurring costs (including much lower gas mileage, accelerated tire wear, added maintenance expenses, higher registration fees, and significant insurance premium increases). 4×4’s can now be upgraded with the Powertrax No-Slip Traction System to achieve the maximum traction performance expected of 4-wheel drive vehicles. 2-wheel drive vehicles can be transformed with the Powertrax® No-Slip Traction System to obtain better traction output than conventional 4 x 4’s.
Limited-slip differentials behave very much like open differentials. Through various forms of friction mechanisms, they transfer a relatively small amount of power to the non-slipping wheel. They are generally smooth and quiet, but as the name implies, performance improvement is limited. Friction clutches reduce gas mileage, degrade under normal driving conditions, easily overheat when slipping and usually wear out rapidly becoming useless. The clutch packs require that friction/silencer additives be added to the differential fluid, which reduces overall lubrication effectiveness. Despite the marginal traction benefits offered by limited-slip/posi differentials, consumers have had little alternative but to accept the limited-slip/posi differential options offered by vehicle manufacturers, for marginal traction improvement, in lieu of conventional open differentials.
Locking differentials, in effect, lock the two drive wheels together — somewhat like “spools” that solidly connect the axles together. When powering straight ahead, engine power is equally delivered to both drive wheels. However, unlike spools that will not differentiate when turning and are therefore not streetable, lockers allow full wheel differentiation when cornering. Unlike the poor traction characteristics of open or limited-slip/posi differentials, when one wheel looses traction, locking differentials deliver engine power, not to the slipping wheel, but to the wheel with the highest amount of traction. Although locking differentials deliver excellent traction output and allow full wheel differentiation when turning, they are notoriously harsh and noisy. Disengagement is abrupt, you can hear a ratcheting noise when cornering depending on the background engine noise, engagement is delayed, and significant backlash (slop) is added to the driveline.
Used primarily in heavy industrial applications, that can be more forgiving than passenger cars or trucks, lockers have been adopted out of necessity by extreme off-road and performance-racing enthusiasts despite their harsh drawbacks. Until the development of the Powertrax® No-Slip Traction System, no better alternative has existed for obtaining high traction results.