Limited slip vs. Locker
Newbie
Joined: Jul 2011
Posts: 20
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Model: Cherokee
I guess I would agree if you're defining "locked" technically as only the pawls being engaged, but I've always considered being "locked" (in traction aid terminology) as the axles rotating in unison under drivetrain load.
But we digress...
I only wanted to clarify to the OP when he follows your directions to jack up one wheel and turn it by hand, he may be confused thinking he may have a locker when he has a LSD, or thinking he may have an LSD when it may be open.
My opinion is that if he has an LSD, he probably won't be able to spin the one wheel, and with a locker he will with ratcheting. That's been my experience, and I'm sticking to it, but I'm okay with what you're saying as well, but that hasn't been my personal experience.
But we digress...
I only wanted to clarify to the OP when he follows your directions to jack up one wheel and turn it by hand, he may be confused thinking he may have a locker when he has a LSD, or thinking he may have an LSD when it may be open.
My opinion is that if he has an LSD, he probably won't be able to spin the one wheel, and with a locker he will with ratcheting. That's been my experience, and I'm sticking to it, but I'm okay with what you're saying as well, but that hasn't been my personal experience.
Last edited by tom0826; Jul 4, 2016 at 04:09 AM. Reason: assume tests are done in neutral with e-brake off.
CF Veteran
Joined: Jan 2016
Posts: 1,242
Likes: 41
From: Newport News, VA
Year: 96 & 88 4 dr Cherokees
You are right in your definition......and if you re-read what I said....the ONLY time they are NOT locked, is when 1 side is spinning fast enough to let the inner half move towards the center pin and disengage. Even coasting, during which the center pin is not forcing the locker engaged, the locker is still locked. A difference in tire speeds from side to side is the only thing that will unlock it.
Whenever the pawls are engaged, they are locked together, since the only way (aside from coasting) that the axles will move is if the carrier turns, and thus the center pin, which forces the axles to rotate.
That will ONLY happen if you are under power from the driveshaft and then turning, because the outside tire is accelerated by the ground due to the longer distance traveled over the same amount of time.
You can usually simulate this by slamming the 1 tire that is not on the ground (as has been mentioned previously) to get the locker inner half to disengage, but it doesn't always work.
If the locker was installed with tight clearances, it will be very hard to do, looser clearances, it will be easier to do. Mine is hard to do on my 96 because I was at the tight end of the band spec when I installed it. On my 88, it is easy, as I was at the loose end of the spec band.
.
Last edited by TRCM; Jul 4, 2016 at 10:39 AM.
CF ADMIN
Joined: Sep 2010
Posts: 34,088
Likes: 257
From: Lantana, Fl
Year: 1996
Model: Cherokee (XJ)
Engine: 4.Slow
You are right in your definition......and if you re-read what I said....the ONLY time they are NOT locked, is when 1 side is spinning fast enough to let the inner half move towards the center pin and disengage. Even coasting, during which the center pin is not forcing the locker engaged, the locker is still locked. A difference in tire speeds from side to side is the only thing that will unlock it.
Whenever the pawls are engaged, they are locked together, since the only way (aside from coasting) that the axles will move is if the carrier turns, and thus the center pin, which forces the axles to rotate.
That will ONLY happen if you are under power from the driveshaft and then turning, because the outside tire is accelerated by the ground due to the longer distance traveled over the same amount of time.
You can usually simulate this by slamming the 1 tire that is not on the ground (as has been mentioned previously) to get the locker inner half to disengage, but it doesn't always work.
If the locker was installed with tight clearances, it will be very hard to do, looser clearances, it will be easier to do. Mine is hard to do on my 96 because I was at the tight end of the band spec when I installed it. On my 88, it is easy, as I was at the loose end of the spec band.
.
Whenever the pawls are engaged, they are locked together, since the only way (aside from coasting) that the axles will move is if the carrier turns, and thus the center pin, which forces the axles to rotate.
That will ONLY happen if you are under power from the driveshaft and then turning, because the outside tire is accelerated by the ground due to the longer distance traveled over the same amount of time.
You can usually simulate this by slamming the 1 tire that is not on the ground (as has been mentioned previously) to get the locker inner half to disengage, but it doesn't always work.
If the locker was installed with tight clearances, it will be very hard to do, looser clearances, it will be easier to do. Mine is hard to do on my 96 because I was at the tight end of the band spec when I installed it. On my 88, it is easy, as I was at the loose end of the spec band.
.
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