Differential Types

DIFFERENTIAL TYPES

There were several types of differentials available from Ford, in the rear ends, over the years.
Types included: Conventional, Limited-Slip, Traction-Lok, and Detroit-Locker. (Notice the term
"Posi" was never used. --that's a nasty Chevrolet term!).
 

 
2-pinion conventional differential (left) compared to 4-pinion Traction-Lok differential (right).
Notice "shrouding" around ring gear bolt holes on Traction-Lok differential and the "flat" area
around the ring gear bolt holes in the conventional differential.
 

 
2-pinion conventional differential (left) compared to 4-pinion Traction-Lok differential (right).
 
  
Inside of 2-pinion conventional differential (left) and inside of 4-pinion Traction-Lok differential
(right)
 

CONVENTIONAL DIFFERENTIALS: (Open differentials) 

The most basic, as well as the most common type of differential, is the Conventional style
differential (also known as a "Single-track"). This is the oldest type of differential which is still
commonly used today. With the Conventional, the wheel of the car which first grips under load
(the load in this case being the road surface) transfers the power to the opposite wheel. This is
never noticed in normal driving where both wheels share the load equally, but during hard
acceleration, cornering, or less-than-desirable driving surfaces (snow, ice, or gravel), one wheel
will grip the road and the other will spin. This slippage makes the Conventional differential
inadequate for high-performance use.
 
This assembly was available with either Ford's intergral or removable carrier assemblies.
Generally, Ford integrals with Conventional differentials can come equipped with 7 ¼ through 8-
inch ring gears (years '65-'73), while removable models used ring gear sizes ranging from 7 ¾ to
9-inches. 
 

LIMITED-SLIP DIFFERENTIALS: (Closed differential) 

This type of Ford differential uses four steel clutch plates which are locked into the differential
cover. Three bronzed-bonded clutch plates are splined to a clutch hub, which, in turn, is splined
to the left-hand axle shaft. A belveled spring plate provides constant pressure between the steel
and the bonded clutch plates, assuring that the clutch is always engaged. This provides equal
disbursment of power to both wheels. (In the very early model Ford trucks, this Limited-Slip
differential was called an "Equa-lock"). Differential action between wheels is accomplished
through clutch plate slippage. 
Limited-slip differentials were available on a few intergrals with 3.20:1 or 3.50:1 gearing.
Generally, gear sizes of 7 ¼ through 8-inches were utilized. However, as stated before, this type
of rear is not really suited for true performance work. By contrast, the removable carrier was
commonly equipped with the Limited-Slip and generally uses gear sizes of 7 ¾ through 9-inches,
in conjunction with gear ratios of 2.80:1 through 4.30:1. Differences in ring gear sizes occured
depending on the engine size used and the year of the car (1965-1973).
 
Although there are several gear set sizes available with the removable carrier cases, the 9-inch
ring gear is considered the "ultimate" from a high-performance/competition standpoint. The
smaller 8 through 8 ¾-inch ring gear equipped rear ends are aduqate enough to hold up to the
stock engines that were originally installed in front of them, but if engine tweaking becomes
more serious, it can easily put the performace of the otherwise stock engine beyond what these
smaller rear ends are capable of handling.
 

TRACTION-LOK DIFFERENTIALS: (Torque sensing)

This type, although very similar to the Ford Limited-Slip differential, has some important
differences. Both types employ a multi-clutch plate system for positive locking action. (the
Limited -Slip has three clutch plates while the Traction-Lok has more surface area with four
clutch plates). In turning, the Limited-Slip model allows differential action by slipping the clutch
plates. This produces a noise level higher than with Conventional differential types. 
 
The Traction-Lok differential uses a pre-load spring plate and center block between the pinion
gears (sometimes refered to as "spider gears") and side gears. It has (4) pre-loaded tension
springs which release the pinion gears to rotate only under precalculated side gear loads.
Therefore, the clutch plates remain engaged at all times, and are never required to slip for
differential purposes. The result is a much improved, quieter operation during turns. 
 
Traction-Lok is considered the best all-around street differential for Fords. Beginning in 1969,
the Traction-Lok differential system was made available on removable carrier systems only, and
after '69, it replaced the older style Limited-Slip units in the 9-inch rear ends. These Traction-
Lok differentials cannot be inserted into the intergral carrier. All Traction-Loks utilize the 9-inch
ring gear. 
 
  
4-pinion Traction-Lok differential with example of 4-pinion arrangement assembled outside of
differential case, as well as "exploded" view of 4-pinion block, cross shafts, springs & spring
cover plate.
 

DETROIT-LOCKER:

Whereas the standard 9-inch Ford removable carrier is completely adequate for street machines
(even when the stock engine is slightly modified), constant racing usage requires something extra
in the area of strength and durability. The Detroit-Locker is designed for racing
purposes...Period! 
The Detroit-Locker uses a super-strong splined ring-clutch system which provides positive
engagement at all times. Differential action is accomplished via a ratchet tooth-jumping
mechanism which is primitive yet highly effective. This mechanism provides the very distinctive
trademark "clunking" noises heard in turns which have made the locker famous. Considering that
the optional Limited-Slip or Traction-Lok will accomplish virtually everything a Detroit-Locker
does, lockers are really not practical for street use. 
The Detroit-Locker was an over-the-counter replacement which could be installed by a Ford
dealer. They were designed for the 9-inch removable carrier assembly only and cannot be
interchanged with integrals. 
AS A GENERAL RULE: 

All big-block Mustangs came with the removable carrier type using gear sizes of 8 ¾ or 9-inches
(1967-1973). The 427 and 428 engines were always mated to 9-inch ring gear (all years) while
some 1967 and 1968 390 GT Mustangs came with 8 ¾-inch ring gears, and others used 9-inch
gears when an optional gear ratio was ordered. High performance 289, 302, and 351 Windsors all
used removable carrier rears with ring gears ranging from 8 ¾-inches (1965-1966) to both 8 ¾
and 9-inches in later years (1967-1973). Standard 2-barrel, 289, 302 and all 6-cylinders used ring
gears varying from 7 ¾ to 8 ¾ inches, and, as previously stated, some combinations used the
non-desirable integral rears. 

DIFFERENTIAL PINION GEAR CONFIGURATIONS: 

The Ford differentials, whether a Conventional style or Traction-Lok style, came in either two or
four-pinion configurations. The slang-term most often heard for these pinion gears is "spider
gears". 
The four pinion setup is clearly stronger than the two pinion derivatives because the load is
spread out over a greater surface area. 
It is interesting to note that while BOTH the Conventional & Traction-Lok differentials were
available in either two or four pinion arrangements, the Limited-Slip was a two pinion
differential ONLY.

A locking differential, diff-lock or locker is a variation on the standard automotive differential.

A locking differential may provide increased traction compared to a standard, or "open"
differential by restricting each of the two wheels on an axle to the same rotational speed without
regard to available traction or differences in resistance seen at each wheel.

A locking differential is designed to overcome the chief limitation of a standard open differential
by essentially "locking" both wheels on an axle together as if on a common shaft. This forces
both wheels to turn in unison, regardless of the traction (or lack thereof) available to either wheel
individually.

When the differential is unlocked (open differential), it allows each wheel to rotate at different
speeds (such as when negotiating a turn), thus avoiding tire scuffing. An open (or unlocked)
differential always provides the same torque (rotational force) to each of the two wheels, on that
axle. So although the wheels can rotate at different speeds, they apply the same rotational force,
even if one is entirely stationary, and the other spinning. (Equal torque, unequal rotational
speed).

By contrast, a locked differential forces both left and right wheels on the same axle to rotate at
the same speed under nearly all circumstances, without regard to tractional differences seen at
either wheel. Therefore, each wheel can apply as much rotational force as the traction under it
will allow, and the torques on each side-shaft will be unequal.(Unequal torque, equal rotational
speeds). Exceptions apply to automatic lockers, discussed below.

A locked differential can provide a significant traction advantage over an open differential, but
only when the traction under each wheel differs significantly.

All the above comments apply to central differentials as well as to those in each axle: full-time
four-wheel-drive vehicles have three differentials, one in each axle, and a central one between
the front and rear axles.

Contents
[hide]

 1 Types
 2 Disadvantages
 3 Alternatives
 4 Applications
 5 References
 6 See also

[edit] Types

There are two main types of lockers: automatic and selectable.

 Automatic lockers lock and unlock automatically with no direct input from the driver. Some
automatic locking differential designs ensure that engine power is always transmitted to both
wheels, regardless of traction conditions, and will "unlock" only when one wheel is required to
spin faster than the other during cornering. They will never allow either wheel to spin slower
than the differential carrier or axle as a whole. The most common example of this type would be
the famous "Detroit Locker," also known as the "Detroit No-Spin," which replaces the entire
differential carrier assembly. Others, sometimes referred to as "lunchbox lockers," employ the
stock differential carrier and replace only the internal spider gears and shafts with interlocking
plates. Both types of automatic lockers will allow for a degree of differential wheel speed while
turning corners in conditions of equal traction, but will otherwise lock both axle shafts together
when traction conditions demand it.
o Pros: Automatic action, no driver interaction necessary, no stopping for (dis-)
engagement necessary
o Cons: Intensified tire wear, noticeable impact on driving behaviour (most people often
tend to understeer).

Some other automatic lockers operate as an "open", or unlocked differential until wheelspin is
encountered and then they lockup. This style generally uses an internal governor to sense a
difference in wheel speeds. An example of this would be GM's "Gov-Lok."
Some other automatic lockers operate as an "open," or unlocked differential until high torque is
applied and then they lockup. This style generally uses internal gears systems with very high
friction. An example of this would be ZF "sliding pins and cams" available for use in early VWs.

ARB Air locking differential fitted to a Mitsubishi Delica L400 LWB Diff

 A "selectable" locker allows the driver to lock and unlock the differential at will from the driver's
seat. This can be accomplished via compressed air (pneumatics) like ARB's "Air Locker" or
vacuum, electronic solenoids (electromagnetics) like Eaton's "ELocker" and Nissan Corporations
electric locker found as optional equipment on the Frontier (Navarra) & Xterra, or some type of
cable operated mechanism as is employed on the "Ox Locker."
o Pros: Allows the differential to perform as an "open" differential for improved
driveability, maneuverability, provides full locking capability when it is desirable or
needed
o Cons: Mechanically complex with more parts to fail. Some lockers require vehicle to stop
for engagement. Needs human interaction and forward-thinking regarding upcoming
terrain. Un-skilled drivers often put massive stress on driveline components when
leaving the differential in locked operation on terrain not requiring a locker.

The internal spider gears of an open differential may also be welded together to create a locked
(spooled) axle; however, this method is not recommended as the welding process seriously
compromises the metallurgical composition of the welded components, and can lead to failure of
the unit under stress. If it is desirable to have a spooled axle, the better option is to install either a
mini-spool, which uses the stock carrier and replaces only the internal components of the
differential, similar in installation to the lunchbox locker, or a full spool which replaces the entire
carrier assembly with a single machined piece. A full spool is perhaps the strongest means of
locking an axle, but has no ability to differentiate wheel speeds whatsoever, putting high stress
on all affected driveline components.

[edit] Disadvantages

Because they do not operate as smoothly as standard differentials, automatic locking differentials
are often responsible for increased tire wear. All automatic locking differentials are known for
making a clicking or banging noise when locking and unlocking as the vehicle negotiates turns.
This is annoying to many drivers. Also, automatic locking differentials will affect the ability of a
vehicle to steer, particularly if a locker is located in the front axle. Aside from tire scuffing while
turning any degree on high friction (low slip) surfaces, locked axles provoke understeer and, if
used on the front axle, will increase steering forces required to turn the vehicle. Furthermore,
automatically locking differentials can cause a loss of control on ice where an open differential
would allow one wheel to spin and the other to hold, while not transferring power. The
disadvantages of selectable locking differentials are not mentioned due to the ability to
function as a open differential as needed.

[edit] Alternatives

Limited slip differentials are considered a compromise between a standard differential and a
locking differential because they operate more smoothly, and they do direct some extra torque to
the wheel with the most traction compared to a standard differential, but they are not capable of
100% lockup.

Traction control systems are also used in many modern vehicles either in addition or as a
replacement of locking differentials. One example is that offered by Volkswagen under the name
of electronic differential lock (EDL). This EDL is not in fact a differential lock, but operates at
each wheel. Sensors monitor wheel speeds, and if one is rotating more than 100 RPM more than
the other (i.e. slipping) the EDL system momentarily brakes it. This effectively transfers all the
power to the other wheel,[1] but still employs the open differential, which is the same as on cars
without the EDL option. Electronic traction control systems may be integrated with anti-lock
braking systems, which have a similar action on braking and use some similar components. Such
systems are used for example on the most recent Nissan Pathfinder, Land Rover Defender and
Land Rover Freelander models.

[edit] Applications

 Race cars often use locking differentials in order to maintain traction during high speed
maneuvers or when accelerating at extreme rates.
 Some utility vehicles such as tow trucks, forklifts, tractors, and heavy equipment use locking
differentials to maintain traction, especially when driving on soft, muddy, or uneven surfaces.
Lockers are common in agricultural equipment and military trucks. On some farm tractors, there
is a pedal that can be stepped on with the operator's heel to lock the differential as needed.
 Four-wheel drive vehicles that drive off-road often use locking differentials to prevent from
getting stuck when driving on loose, muddy, or rocky terrain. Locking differentials are
considered essential equipment for serious off-road driving. Many such vehicles have a locking
differential on the central differential (between the front and rear axles), locking rear differential
and locking front differential; or any combination of any of the 3.
 Differential locks are also used on some non-utility four-wheel-drive vehicles (such as the
Mitsubishi Shogun) to compensate for a relative lack of axle articulation (vertical wheel
movement). High amounts of articulation are desirable for off-road driving, to allow the wheels
to maintain ground contact over uneven surfaces, but this can lead to excessive body-roll at high
speeds on the road, as well as vague steering. Such 4x4s often have suspension systems
designed as a compromise between articulation and handling. If articulation is limited, one
wheel on an axle may be lifted off the ground by rough terrain, thus losing all traction to all
 wheels (all power goes to the lifted wheel, which spins freely). A rear locking differential is often
supplied to make up for this compromise – if a wheel is lifted off the ground, the locking
differential can be brought into play, driving the wheel that remains on the ground.
 Differential locking can also be used in the sport of drifting as an alternative to a limited slip
differential.