Vehicle: 09 Dodge Ram 1500 Sport 4X4, 09 HD Rocker C
Location: Apopka FL
Posts: 808
idk what kind. e locker, detroit locker, air locker?
and not really serious off road, there really isnt anywhere to go around where i live in florida, but when i go up to upstate NY there is alot of place, i only go there 1-2 times a year though
__________________ 09 1500 CC Sport 4x4 HEMI
Mods: True dual super 44's, 5% Tint, RBP Side Steps, XD Addict 20" Rims Flat Black, Toyo Open Country MT's 35x12.5, Ready Lift SST Leveling Kit, 4:56 Gears Front & Rear, Auborn LSD, Kicker KS-Series component speakers front and rear
Anti-slip for daily driver with occasional off-road use. Power Wagon has electric front/rear lockers (4.56) with electronic sway bar disconnect for serious 4 wheeling.
My perference for off road would be Detriot > Electric Locker > Air Locker > LSD.
Right now I've got Detroits in both ends of my Jeep, and they always work when I want them too, with no fussing turning them on or off. A short wheelbase vehicle like the Jeep with a locker will have some torque steer on the highway, but its not too bad. I've had Detroits in full size pickups and they drive much better on the highway than short wheelbase vehicles do, ... almost to the point of the locker not being noticeable. You would still have faster tire wear, and a rare clunk or bang as the locker unloads in a turn once in a while. Its the nature of the beast, and once you discover that the loud bang that shakes your whole vehicle is just the locker unloading, and that it isn't anything breaking, you can ignore it. The locker unloading thing tends to occur once every few months of use, it is just a rare quirk, and all mechanical lockers do it from time to time.
I've owned a few air lockers as well, and they work well once the bugs are worked out. Every one I have used has had bugs that needed worked out though, and by that I mean air leaks, rapid cycling of the compressor, etc. It just takes more time and a meticulous nature to set them up so they are 100% air tight, and to make sure that they remain that way. If you're on a trail ride with a group of modified 4x4s, and someone has a locker that isn't working, you can bet it is someone with an air locker.
I've had electric lockers in two vehicles, and both were the OEM lockers that came with the vehicle. They worked flawlessly, but both had their own "idiot proofing" issues; namely, being programmed to only work while the transfer case was in low range.
For the type of use you describe a LSD may be an adequate upgrade though. Just be aware that the factory limited slip in our trucks does not limit the slip all that much. I've already had my truck in several situations where only one rear tire will spin, even with the LSD that is in it.
MOPWR2U
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2009 Dodge Ram 1500 Laramie Crew Cab 4x4
2008 Dodge Challenger SRT-8: May 2009 Vehicle of the Month Winner
2004 Jeep Wrangler Sport: July 2009 Vehicle of the Month Winner
No, the auburn is the dumbass cone type. You know, the ones that can be rebuilt once before they're junk. I guess they're not bad compared to no limited slip unit, but they certainly aren't 1st choice. To me, much more desireable is the clutch type with replaceable clutch plates. Some of you may know that in the 8 3/4 axles, dodge went from the clutch type to the cone type sometime in 1969. This was the same time as they went to the 1 7/8" diameter pinion stem and started putting crush sleeves to set pinion depth instead of doing it with shims. These cone type units are universally regarded as inferior to the older clutch types, for the same reason I said above-almost nonrebuildable. I guess it saved money, same as using a crush sleeve saved money vs doing it the right way with shims.
No, the auburn is the dumbass cone type. You know, the ones that can be rebuilt once before they're junk. I guess they're not bad compared to no limited slip unit, but they certainly aren't 1st choice. To me, much more desireable is the clutch type with replaceable clutch plates. Some of you may know that in the 8 3/4 axles, dodge went from the clutch type to the cone type sometime in 1969. This was the same time as they went to the 1 7/8" diameter pinion stem and started putting crush sleeves to set pinion depth instead of doing it with shims. These cone type units are universally regarded as inferior to the older clutch types, for the same reason I said above-almost nonrebuildable. I guess it saved money, same as using a crush sleeve saved money vs doing it the right way with shims.
I know about the 8 3/4, but guessed on the Auburn's. I know about the stocker we have now because pf the service manual...
LSD or Posi
