I have installed them in customer vehicles, and some I have later removed, to install something else. (usually a clutch-type limited slip.) The folks that bought the Detroit True Track were universally happy with it, except for a couple guys that had high-horsepower (not even remotely stock) engines, and thought them a bit weak. Of course, they broke Detroit lockers too...... (mud trucks) The AMG Hummer uses the helical gear limited slip diffs.... (same as the true track) Military seems pretty happy with 'em.

 

Funny how the people who have never owned a auto locker are still the ones spreading misinformation about them, I guess some things never change over the years.

 

Right. Whatever. I will just stick with my own experience, and that of many customers, and leave you to whatever it is you want to believe.

 

Powetrax Lock Right https://www.powertrax.com/product-in...action-system/

"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."


Lokka locker (old Aussie locker) https://www.lokka.com/howitworks

"The actual principal of operation while easily demonstrated is difficult to explain in writing - but is as follows.

1. LOKKA has only 4 main parts - a pair of Cam and Axle (side) gears for each axle, some springs and pins, and some have spacers and shafts.
2. LOKKA is normally in a fully locked state and only allows differential action by unlocking the unit when the ground driven force acting on a wheel (either during turning or when negotiating obstacles) forces that wheel to turn faster than the other driven wheel, ie a turning vehicle's wheels actually travel two different paths with the inside wheel turning in one circle while the outside wheel travels in a larger circle, and therefore faster.
3. LOKKA makes use of two distinctly different sets of opposing forces that exist due to its design - one to dynamically engage the gears when engine torque is applied and the other to dis-engage the gears when one wheel overruns.
   1. The locking force is applied by the action of the pinion cross shaft acting on a 4 dimensional spiral cut cam groove with bearing surfaces - the more power applied the harder it locks.
   2. The unlocking action occurs due to the ramping effect between the low profile, almost zero backlash, ramped teeth which force the cam away from the axle gear (against the minor pressure of the bias springs), for example when an outside wheel turns faster than an inside wheel - when cornering. Power continues to be applied to the inside axle. As the turn is completed and the wheels again rotate at the same speed, the outside lock re-engages.
      Note: The bias springs can easily be compressed with 2 fingers, resulting in LOKKA being able to unlock correctly even on low traction surfaces.
4. It should be understood that only when there is an external force being applied to a wheel to make it turn faster than the rest of the drive train will LOKKA allow one wheel to differentiate. Slippery surfaces where one wheel would normally break traction in an open differential cause LOKKA to stay locked - even with one or both wheels in the air, LOKKA will remain locked."

Auburn Max lock https://auburngeardiffs.com/max-lock-locker-main/

"Provides engine torque to the wheels with the most traction.
 • While traveling straight it locks the axles together. In a turn, Max Lock allows the outside wheel to rotate faster to complete the turn."


Torque masters (new Aussie locker, same basic design different company) https://www.torqmasters.com/how_it_works

"Simple explanation of the Aussie Locker operation

The Aussie Locker mechanism allows a wheel to turn faster than the speed of the differential that is driving it (differentiation), but never allows a wheel to turn slower than the speed the differential and engine is turning it (traction). Therefore, a wheel cannot ever stop turning if the engine is driving it, but in a corner it can be forced to actually turn faster. Unlike a standard differential, the engine can never drive one wheel faster than the other."

 

Yes, they all end up accomplishing pretty much the same thing. That's the whole idea, after all. But, they are not all created equal. Some are easy to live with, others, not so much. Just like anything else, once you get used to it, it becomes second nature. Problem is, with some, that are 'harsher' than others.... that learning curve can get awfully exciting. Just as it can be with the detroit locker.....

Some folks have a higher tolerance for their trucks making odd noises around corners as well..... I have driven lockers, limited slips, and open differentials. I MUCH prefer the limited slip for 90% of my driving. Of course, I don't get to do as much off-roading as I would like, and for the folks that do, a locker is a 'better' choice, for certain values thereof...... That said, I never got a hummer stuck. Ran out of fuel a couple times....... Thirsty beasts.