Locking Differential versus Limited Slip differential

[White Lightening]

I have a 2004 Silverado 2 wheel drive ext. cab. I'm wondering what the difference is between a locking differential and a limited slip differential. My truck has the locking differential (RPO code G80 - locking differential heavy duty)?

I noted I have very good traction for winter driving here in Wisconsin with my 2wd and my 20 inch Goodyear tires.

Are there disadvantages to the locking versus limited slip units?

[BlenderWizard]

There's no difference that I am aware of. The terms locking, closed, limited slip, and positraction are used interchangeably AFAIK

[White Lightening]

Originally Posted by BlenderWizard

There's no difference that I am aware of. The terms locking, closed, limited slip, and positraction are used interchangeably AFAIK

But why have 2 different RPO codes then - limited slip differential is a G86 while the locking differential is a G80. I sense there must be some differences. I'm "guessing" the positraction concept is like the locking differential I have - while the limited slip is something different. Too many bright people read this forum - somebody must know a bunch about it

[Arrowshooter]

I think I read on the Eaton site that the Limited Slip is activated via input from the drive shaft and the Locking is via loss of traction on one side or the other. Again "I think".

[redneck45]

limited slip has clutches in it, and requires a "limited slip" lub additive. The "locking" rear is quite different and does just as it's name implies--it locks--no clutches! They also use "g80" for the 2500hd duramax I had, and that rear is four times the "g80" in a half ton!

[NoRiceHere01]

if u dont like ur locker ill take it and u can have the one-wheel-spinning piece of crap in my truck lol.

[jethro_3]

Better traction comes in different forms. Straight off the line WOT open diff will spin for a while and takes less power/friction to run. The positrac allows slip but has to sense slip before engaging. The locker pretty much is both sides are engaged at all times thus taking up more power, minimal as it is but at an instants notice will keep the rear stable. The locker will allow some slip around corners but very little, very. As tought to me by teacher(master) who races.

[BlenderWizard]

Originally Posted by jethro_3

Better traction comes in different forms. Straight off the line WOT open diff will spin for a while and takes less power/friction to run. The positrac allows slip but has to sense slip before engaging. The locker pretty much is both sides are engaged at all times thus taking up more power, minimal as it is but at an instants notice will keep the rear stable. The locker will allow some slip around corners but very little, very. As tought to me by teacher(master) who races.

Yeah, I can't hardly turn a corner w/o chirping the tire on mine... gets kinda annoying.

[jethro_3]

If anyone is unhappy with there locker I will drive over and do the swap, open 3.42, to keep you happy....

[BlenderWizard]

Nope, not that annoyed. That crap is awesome in the rain about not losing traction, White Lightening knows...

[Moose is loose]

Originally Posted by redneck45

limited slip has clutches in it, and requires a "limited slip" lub additive. The "locking" rear is quite different and does just as it's name implies--it locks--no clutches! They also use "g80" for the 2500hd duramax I had, and that rear is four times the "g80" in a half ton!

Very true. A "locking diff" must either be mechanically, electrically, or air activated. A good example is the new Jeep Rubicon or Dodge Power Wagon. A "limited slip" or "posi-traction" is just that, clutches activate within. They are activated due to each tire turning at a different ratio or speed, A "locked" axle doesn't care, they (tires) turn at the same speed all the time. If you have a true 'locker" you would know because the rear end (or front end in some cases) will resemble the sound of a .22 rifle when cornering on pavement. POP!

[twomorestrokes]

Originally Posted by Moose is loose

Very true. A "locking diff" must either be mechanically, electrically, or air activated. A good example is the new Jeep Rubicon or Dodge Power Wagon. A "limited slip" or "posi-traction" is just that, clutches activate within. They are activated due to each tire turning at a different ratio or speed, A "locked" axle doesn't care, they (tires) turn at the same speed all the time. If you have a true 'locker" you would know because the rear end (or front end in some cases) will resemble the sound of a .22 rifle when cornering on pavement. POP!

Any other input from any of you? I was actually getting ready to ask the same question. My 6.0 HD also has the G80 locker with 4.10 ratio. The true lockers that I'm used to do not have clutches, and have to unhook mechanically to corner, and can be heard. Mine is smooth and quiet when cool. However, after driven on the highway, the first couple of turns from a stop produces a shuttering, chattering sensation from the diff. that is quite noticable. Sure feels like clutches to me, and if so, a differential lube change is in order.

[BlenderWizard]

Actually, on my breakdown of RPO codes, G80 reads "Axle Positraction Limited Slip"

[twomorestrokes]

Originally Posted by BlenderWizard

Actually, on my breakdown of RPO codes, G80 reads "Axle Positraction Limited Slip"

When I ran my VIN on GM VIS it came up as G80 / Locking Differential- Rear Axle.

My guess is that GM's version is just another name for limited slip, not a true locker.

[Moose is loose]

No clutches on a true "locker". They use metal teeth that mesh together--locked. The only way they can slip is when the teeth basically skip a cog (causing the BANG!). This should help:
http://www.powertrax.com/nsexploded.html