Never heard of a clutch-type locker, clutch-type limited slip yes. A locker is locked when going straight and unlocks in a turn, when u need a differential. Basically there are 3 types of differentials....open, limited slip and locking.....the later 2 being traction enhanced differentials.

 

An automatic locker only locks under throttle so in a turn if you gas it it will lock and not unlock but when you let off it will unlock.

 

Well I assure you they exist because its the most common type of locker used in automotive drifting/time attack; not to mention I installed one in my car. A locker does not unlock in a turn like you describe. Mine is load based, like these lunch box units, and uses a ramping path on the center pin to engage the clutch plates. Once the rear of my car sees any accel or decel load, b/c again its a "2-way", I get a 100% positive lock. My car is so stiff that when I pull into my garage, I fly a tire about an 6" off the ground and it doesn't matter b/c my diff keeps pullin.

Here is the unit in my 240sx


Here is a break down of the unit. You can see the "ramp" in the pressure ring that forces the clutch plates together.




Right, and this is due to the cam action of the center pin, just like my clutch type. But my question is still there, does the center pin cause locking in a decel load? You can buy 1-way clutch types for cars that only lock under accel and free spin under decel...

 

i have power trax 2311 Lock right locker dana 35 open carrier 27 spline

 

Somebody needs to study up on Differentials 101. A differential allows the opposite wheels to spin at different speeds in a normal turn. No such thing as a normal turn when drifting.

The diagram u posted plainly says kaaz LSD.....LSD stands for limited slip differential so if that's the diff u have, u have a limited slip differential, not a locker. Automatic lockers unlock in a normal turn (so the opposite wheel can spin at a different rate) and lock when going straight or when both wheels reach the same rpm.

Here's a pic of a No-Slip locker in the locked position. Ain't no slipy/burny clutches in that bad boy 'cause it's a locker, not a LSD. It ain't pertty and shiny though.

 

Then that explains the clicking noise when making a turn as u have a PowerTrax LockRight locker. The PowerTrax No-Slip locker is quiet in a turn.

 

since your statement is filled with so many great comments and contradictions I'll respond to those in BOLD first and then summarize what we've learned here...

Lets define the term "lock" first and see who's unit, my clutch type 2-way vs the lunch box locker, really locks more. I would say for this argument the definition is as easily stated as connecting both wheels equally for a 50/50 split of power; agree?

Having said that lets compare the type of engagement that both units provide. On one hand we have my clutch type, exactly like the clutch basket in a motor cycle, it provides a consumable friction based lock to direct the power; or do motor cycle clutches not lock? On the other hand we have the mechanical connection achieved by interlocking the teeth of both halves of the lunch box locker. As we all know, metal on metal will eventually fail so knowing that I can replace components of my diff instead of replacing the entire unit is a good thing worth noting.

ALL OF THAT ASIDE... you're locker effectively unlocks to allow the ratcheting action for matching wheel speed in a turn; mine does NOT. The design of the KAAZ unit is so that with ANY load, accel or decel, the clutch plates will be forced together to provide a 100%, undeniable, tire chirping close radius turn, LOCK! So, you might be asking yourself, "why is it listed as an LSD?" That's b/c unlike these simple units, I have two types of adjustment. For one I can change whether the decel load forces the plates to close; commonly referred to a 1-way, and better for controlling "turn in" on a road racing setup. The second adjustment is the loads induced on the clutch plates. I can adjust my diff so that slip is allowed, and again for more road racing control. Since my car is set up for drifting, I have it adjusted so that ANY accel or decel load will 100% lock the rear wheels. And since I'm sure you'll want to know, these units cost about $700

So lets recap on what we've learned here...

MY "LSD" locks more often than your "locker" and will undoubtedly last longer due to the fact I have a consumable.

YOU are the one, in fact, who needs to study up on "Differentials 101"

NOW PLEASE! Some one, with some credible knowledge base, please inform me as to whether or not the lunch box lockers will "lock" with a decel load?

 

Maybe this video will help the OP in his understanding of the 3 basic types of streetable differentials - open, limited slip and locking. But some people will never get the drift (LOL).


There are numerous sub types of limited slip diffs and numerous sub types of locking diffs. I've replaced more LSD clutch pacs than I care to think about....they are always slipping/wearing but they are smooth and quiet. Never repaired/replaced a locker but maybe they do eventually wear out. Maybe a dozen clutch pacs to one locker?????

 

 

wow... just wow. Get over it S14unimog. What you are running is a LSD whether you like it or not. Even the manufacturer agrees with me. Granted with new clutch plates and adjustments you can get it to act like a locker and lock 99.99% of the time, but that does not make it a locker. Eventually the clutch plates will wear out and as they do it will act less and less like a locker until the clutch plates wear out completely and it becomes an open diff. With any clutch plate design it is possible for the clutch plates to slip and for one tire to move at a different rate than the other, although with a really tight clutch pack like yours it can be really tough to make that happen, it is still technically possible. With a locker, be it automatic, selectable, or spool when the locker is engaged it is 100% locked. There is no possiblity for one tire to move at a different speed than the other when the locker is engaged. A locker will not wear down and lock less than 100% like an LSD. If the locker does wear out it will break and you will get 0% lock. So there you have it a locker is either 100% locked or open while a LSD can range from open to 99.9% locked and everywhere inbetween, but is never truly 100% locked. You can try and dispute this all you want but you will be wrong.

 

BRAVO!

 

The only change I would suggest is the verbiage......a LSD can range from constantly slipping to 99.9% non slip and everywhere in between, but it is never truly 100% not slipping.

 

Alright since we have more joining in I think a video is in order... This is what I'll do. My driveway has a ridiculous incline into my shop and my car can only get in one way. In the process I fly a tire a little over 6 inches. I'll prove to you its a 100% lock when one drive wheel is all that is left on the ground. You guys are missing the point, 100% is locked, whether its achieved by friction or mechanical engagement.

If you guys think they cannot ever be 100% how is it that a clutch basket holds the power transmitted through a motorcycle; or is it holding 99.9%?

You seem to own a DR400Z...How's that clutch basket any different than my LSD?

 

i can "fly a tire" a foot off the ground in my LSD equipped tj very easily. have done it many times for giggles.

as mentioned, you have a LSD, not a locker. it's ok tho, most guys i went to school with thought it was a "posi-locker" too.

works almost the same, but nothing like my xj locked front and rear with lock-rites.
an automatic locker will lock up under any acceleration, including rounding a corner, and will also lock up under heavy deceleration, but will unlock while coasting or minimal acceleration.

LSD clutch discs will allow slipping when needed. a locker is locked with steel so there is no way it can slip.

yes, my LSD tj will fishtail just as any locker when on the go juice. it'll even leave two black marks 12.5 inches wide if i let-r-go from a stand still.

 

LOL at the drifting dude. LOL!