Quality petroleum/mineral-based oil works best in the Detroit Locker units. Eaton does not recommend synthetic oil. A friction additive/modifier is not required.
In most cases the Detroit Lockers work with factory bearings. The exceptions are: 10 bolt 8.5\8.6 GM axles, the "Performance" Dana 35 & 44 and GM12 bolt with 35 spline axles. No other "special" setup is required.
The Detroit Lockers do not require any break-in.
The Detroit Locker is locked up 100% in a straight line or if you are spinning. The unit unlocks in a turn for the fastest turning wheel.
Because Detroit Lockers have "backlash" or "slack" between the drive and driven teeth and you will hear this in everyday use going through corners and when going from a drive mode to a coast mode. Also with the vehicle on the ground and the transmission in neutral you will have 1\4 to 1\3rd of a turn of lash in the driveshaft (this is completely normal).
Many people do use the Detroit Locker during everyday street use. The Detroit Locker is a very aggressive differential, so you will hear it and feel it everyday on the street. Eaton makes many applications for trucks that spend most of their lives on the road. (In the late 60's, some Ford cars had the Detroit Locker as a factory option.)
There are many factors to consider when determining if a specific differential will last in your vehicle. Horsepower and torque are important factors. However, the weight of the vehicle, tire height/width, the terrain and suspension are also critical things to take into consideration. For example, a setup that uses street tires will live longer because both tires will break loose and spin before any real strain is put on the unit. But as the tire gets wider, the stress on the unit increases because the traction is greater. But also keep in mind that the Detroit Locker is the strongest unit sold today and has been for many years.
Yes they can, but you must have lockout hubs and they must be unlocked for on-road driving because of steering issues.
Yes they can.
ELockers are activated by a dash or a council mounted switch.
Yes. Depending upon your needs, several types of service kits are available - the gear service kit, locking mechanism kit, stator/armature kit, and the universal wiring kit.
The GM H2 and H3 Hummers have factory Eaton ELocker options.
The ELocker operates as a standard (or open) differential. When the Elocker is engaged, the ball ramps or pins are energized, causing full lock.
Yes, the wiring harness is universal to fit any vehicle, and can be purchased separately.
That switch cannot handle the current that the ELocker needs. Therefore the relay is needed to run both the ELocker and the switch.
Yes. You can engage it on the fly up to a certain point, probably around 15 - 20 mph. However, you must be careful that the wheel speed difference (between the right and left wheel) remains low, under a 50 rpm difference. Therefore Eaton specifies that the vehicle speed should be below 3 or 5 mph when engaging the ELocker.
Yes. All Dana 30 and 35 model Elocker differentials require LM102949 bearings and LM102911 races.
Eaton Posi units perform best when using GL4 (or better) mineral/petroleum based gear oil. A four ounce bottle of friction additive/modifier is also necessary for optimum performance.
Yes. There are three main types of service kits available - internal spider and axle gear kits, clutch kits, and preload spring and plate kits.
Yes. Both the clutch disks and the preload springs can be upgraded for extreme off-road and drag racing applications. Posi units come equipped with 400lb of preload. They can be upgraded to 800lb, or even downgraded to 300 or 200lbs options. There are several types of clutch service kits. They range from the OE, 18 disc (standard), the 24 disc (high performance), and the modern day, high-tech 14 disc carbon fiber design.
Quality petroleum/mineral based oil works best in the Truetrac units. Eaton does not recommend synthetic oil. A friction additive/modifier is not required.
In most cases the Truetrac units work with factory bearings. The exceptions are: 10 bolt 8.5\8.6 GM axles, the "Performance" Dana 35 & 44 and GM12 bolt with 35 spline axles. No other "special" setup is required.
The Truetrac units do not require a break-in. The unit's internals will take a little time (depending on driving conditions) to "seat." Afterwards there will be a slight improvement in its performance.
The Truetrac is a helical gear limited slip differential that never "locks up." The Truetrac operates by transferring power from the spinning wheel to the wheel with the most traction. If one tire breaks traction, the amount of rotation (or spin) is controlled. The torque is then sent to the other tire that still has traction.
On the street, the operation of the Truetrac will be transparent. You will not know it is there until you need it. In racing situations the unit will apply torque to both tires and launch straight as an arrow, time after time.
There are many factors to consider when determining if a specific differential will last in your vehicle. Horsepower and torque are important factors. However, the weight of the vehicle, tire height/width, the terrain and suspension are also critical things to take into consideration. For example, a setup that uses street tires will live longer because both tires will break loose and spin before any real strain is put on the unit. But as the tire gets wider, the stress on the unit increases because the traction is greater.
Yes, it can. You will find Truetrac differentials to be very smooth yet effective in either end of your vehicle.
The worm gears inside a Trutrac are maintenance free, and do not require regular service. Internal failure usually results in the damage of the worm gear pockets. Therefore, they are not rebuildable.