Well then the only thing needed to do is change then is the carrier and keep the gears if it's that important...that's not too hard to do. I don't know about these trucks...but most have options to disengage the lockers. I remember some like Ford that were done at the wheel itself and some from inside. I could very well be wrong, but it's hard to believe that the lockers are fully engaged on these trucks at all times. Especially when this is the main reason why posi units were eliminated as an option in most vehicles...safety. I can tell you this much...I had Detroit lockers on some of my race cars... mostly in Dana 60's with Henry axles. And when you try turn...the vehicle will fight the turn because of both tires spinning at the same revolutions. Normally, the tire inside of the turn (left turn, left tire or during a right turn, right tire is the inside) on posi units would slip but not the lockers. The inside tire spins less revolutions than the outside tire causing the inside tire to spin and screech bad on a soft and easy turn and you fight with the steering wheel. If you had slicks on...better have some good axles and strong arms. And there's no margin for error if you launch a 600 to 700+hp car with 4.88's or 5.13's with lockers. The car will quickly launch in the direction of the rear end alignment...not the nose of the car making it difficult to recover (same as some posi units). One of several was a 70 AAR Cuda and I have some pics to post when I get them on a CD, one was a 67 full race Camaro both with the same drive train and close wheel base, and I inter changed them from one to the other (rear ends). Before I installed the Henry axles in the Camaro... my wife snapped the inside one of the Dana's while driving slowly around a turn cause I had 21" Racemaster slicks on it. Tire wouldn't spin from too much traction and the axle gave way tearing my quarter panel up. In that case..it was either axle or gear and gear was a good Richmond. Same goes for welded spider gears to get the same effect but inexspensive type locker. The reason I like these LSD's is because I can sometimes feel the inside tire chirping while turning my truck. This tells me it's a good and tight posi rear end...and well made carrier (not saying strong). Knowing this...I just can't see todays auto co allowing fully engaged lockers while building around safety first. I also think that TC will damage or wear down the clutch effect in the carrier by applying brakes to these LSD rear ends. Think about it guys...it applies brakes to the spinning tire...what's the use of having this on a four wheel drive with lockers or LSD (posi) rear end? This is all just just my oppinoin and could be very well wrong.

 

i'm not complaining about my 3.55 gears..i love them, i just hate that it is an open diff. The esp system works good to keep both wheels spinning but it will also cut power and that is my biggest complaint since you need to be able to have some wheel spin to get around in the spring and fall here in the country. My other complaint is that you have to stop completely in 4wd and hold the esp button to turn off the esp system totally....most of the time I will pull into the field to check it over and turn on the 4wd but forget to stop and turn off esp...then I will run into a wet spot and the esp system will start to pull power from the motor to keep the wheels from spinning and BAM, I'm stuck and have to get pulled out.

 

54Radio.... I do agree with most of that. Although, on a full size truck, the wieght on the front end tends to counteract the locker. I will admit, my last truck, 4 door, crew cab, long box Chevy with a built up 454 was no ordinary truck, but it was wonderfull with the Detroit in it. I never once had an issue with it wanting to go straight, but the front end was a block ahead of the rear end and could make it's own decisions. The shorter wheelbase does deffinately change the handling with a locker, but unlike a race car, we have a fair amount of wieght up front to help it go where you point it.

I also had a good full 1 ton rear end with full floaters in it. The only time I worried about it was when I was doing a sharp turn with 4 tons of rock in the back. But it managed to bust the inside tire loose with a massive bang that scared the crap out of me. Gotta agree, not sure this rear end would like the same treatment. So, a selectable may be the way to go. I just loved the traction, especially in the winter when it should have been at it's worst, but was a godsend up in the cold North.


And unless the traction control works on the front tires, a LSD will really negate the entire system. I am not sure if it works the front end as well? When it spins, both rears should spins so in effect it will just put on the brakes for you.

And jayman, you hit the nail on the head. The other day I was out on a powerline, saw the mess ahead and had the foresight to put it in 4x4 but never thought about removing the Traction Control. It was a close one, as soon as I started to spin to clear the mud out of the tires, the truck hit the brakes for me. I just about was dragged to a stop but managed to make it out of the worst of it and could then stop to hit the button. No problems after that and I won't make that mistake again.....

My wifes Caravan will actually come to a complete stop in the winter hitting my parents driveway if I don't turn of the TC. I can make it up with it off, but on, not a chance. Kinda sad..... My Mom's Avalon, while a much pricier car, works with both the brakes and the accelerator to keep the speed and revs up and has no issues. It will go up with the traction control on, but not off. But then again, the Toyota's are known for helping engage the go peddle!

 

By having this traction control on...makes no sense to me other than while driving in bad road conditions for safety. I'm very puzzled on how Dodge can have a four wheel drive vehicle with a non limited slip (or posi) or open rear end...it doesn't make sense to me. That's not true four wheel drive...that sux! Lockers in the carrier guarantee both wheels locking...posi or LSD does not...they clutch. They should at least have put an LSD in all four wheel drive trucks...sorry to hear that!

 

TI 3VOM...We must have been replying at the same time and like a hemi with lower gears I beat you to the post, he he! Just joking around But anyway I wanted to tell you...thank you for your explanation! About your driveway...it must be one heck of a steep one...wow, lol! That's front wheel drive in the Caravan right...bet you could back up into it easier, lol! After reading about all of this I did some research and found Eaton to make different great types of carriers for our trucks at around and under 500 bucks. And wow...there are even some with electrical lockouts. Same goes for Richmond and detroit....good prices in there as well Probably a posi for around 300 which all of this sounds pretty good to me. So for someone who just wants a simple carrier exchange while keeping their same gears would be an ideal add on for trucks with open rears. This should not present a problem that some are having with singing coming from their rear end like after installing after market gears. Well at least for those who would be keeping their gears like zx14k. Just google Dana 70 or 60 gears and you will come up with several companys selling them at these good prices. This may sound off the wall or out of the box but...could you imagine having an electrical locker in place of your crappy ESP button, he he! Impossible no doubt, maybe...but nothing wrong with dreaming!