At first glance, a 4×4 vehicle may seem like a uniform entity, yet beneath the rugged exterior lies a complex symphony of parts, all working in harmony to conquer any terrain that comes its way. One of the unsung heroes of this ensemble is the differential – a component often overshadowed by more visible elements like tires or suspensions. However, without it, the dynamism and versatility of a 4×4 would be merely an illusion.
By allowing the wheels to spin at different speeds, differentials provide necessary torque distribution that not only boosts performance but also reduces wear and tear on the tires. When it comes to a 4×4, the differential system elevates the vehicle’s ability to navigate tough terrains, turning seemingly impossible paths into a thrilling off-road adventure. But not all differentials are made equal.
This article compiles the information gathered through direct interactions with numerous differential manufacturers. While I’ve tried to include branded names wherever it would aid in understanding, it’s important to note that the details may vary slightly depending on the manufacturer.
In the world of 4×4 differentials, many of us are familiar with the terms Open, LSD, and Locker. However, as you’ll find in this comprehensive guide, there are actually eight different types of differentials to consider. Each type has its own unique benefits.
Disclaimer: This information is sourced from various manufacturers, and some details may change or slightly differ in practice.
Open Differential
- Delivers 100% of power to the wheel without traction.
- Power distribution: 0-100 or 100-0 (Percentage Left-Right)
Clutch or Cone Style Posi (Trak-Loc, LSD, Auburn, Gov-Lock, Powr-Lock)
- Bolts to the ring gear in typical applications.
- Provides power split between wheels: 50-50 or 0-100 or 100-0.
- If one wheel slips, it sends 100% of power to the wheel that has traction: 100-0 or 0-100.
- A potential issue is that the clutch can release under heavy pressure, causing slippage or no power to either wheel: 0-0. The clutches and cones wear out.
- Usually requires a special additive, often overlooked at many quick lube places, causing quicker wear.
Gear Driven Posi or Positive Locker (Tru-Trac, PosiLoc)
- Bolts to the ring gear in typical applications.
- Provides power split between wheels: 100-0 or 0-100 or 50-50.
- If one wheel slips, it sends 75% of power to the wheel with traction and 25% to the other: 75-25 or 25-75.
- Problem: under an even load, wheels may spin at different rates, and the gear cannot release under heavy pressure, causing slippage.
Powertrax No-Slip Differential or Detroit Gearless Locker
- Suitable for front wheel applications when hubs are not present but can work in other areas.
- Provides power split between wheels: 50-50.
- Based on speed & torque, power split will occur on one side to allow cornering: 100-0 or 0-100.
- Cannot release under heavy pressure, causing slippage, and must provide power to both wheels in a straight line.
SoftLocker or Detroit Locker or EZ-Locker or Lock-Right (The SoftLocker is the replacement for the original Detroit Locker)
- SoftLocker and Detroit bolt to the ring gear, while EZ and Lock-Right replace the Spider gear sets.
- Provides power split between wheels: 50-50.
- Power split will occur on one side to allow cornering, based on speed: 100-0 or 0-100.
- Cannot release under heavy pressure, causing slippage, and must provide power to both wheels in a straight line.
- Detroit Locker is stronger than an EZ-Locker or Lockright Differential.
- Downside: tire wear and noise are common, although the Detroit model is significantly quieter than before.
ARB’s or other “Command Lockers” (Toyota Rear Locker)
- Bolts to the ring gear.
- When the switch is off, it acts like an open differential.
- Provides 100% of power to the wheel without traction (based on torque): 0-100 or 100-0.
- When the switch is on, it behaves like a spool.
- Provides power split between wheels: 50-50.
- Downside: more parts, air or electrical dependencies external to the differential connections, not automatic.
Spool (or Mini Spool)
- Spool bolts to the Ring gear, and Mini Spool replaces Spiders.
- Provides power split between wheels with no differential action when cornering: 50-50.
Lincoln Locker
- A modified open differential that has the Spider Gears welded together, functioning similarly to a Spool.
Final Words
Navigating through differential types can seem daunting, but armed with the knowledge we’ve explored, you’re well-equipped to understand the core components of your 4×4. We’ve journeyed through the eight key types of differentials: Open, Clutch or Cone Style Posi, Gear Driven Posi, Powertrax No-Slip, SoftLocker, ARB’s, Spools, and Lincoln Locker, each with its unique characteristics and operation mechanisms.
Whether it’s the simplistic operation of the Open Differential, the power-splitting of the Clutch or Cone Style Posi, or the sheer robustness of the Detroit Locker, there’s a differential for every kind of off-roading enthusiast. We’ve examined the pros and cons, allowing you to comprehend how each differential type impacts the performance of your vehicle and the trade-offs they present.
Consider the terrain you most frequently tackle, the level of traction you require, the amount of load your vehicle typically carries, and your own driving style. If you’re an adventurous off-roader who frequently travels through rugged terrains, a locker differential might be your best bet. Conversely, if you mainly use your 4×4 for on-road driving with occasional off-roading, a limited-slip differential could be a better fit.
The best differential for you isn’t necessarily the most expensive or the most advanced—it’s the one that fits your needs and enhances your driving experience. This exploration into differentials is just the beginning of enhancing your 4×4 vehicle’s performance. Stay tuned for our upcoming in-depth guide on choosing the perfect differential for your unique adventure on wheels.