Pretty much.
Most of the factory installed limited slips are adjusted specifically not to be overly aggressive on the pavement. This tends to make them almost worthless when you really need them.
Ask me how I know.
Ek
Pretty much.
Most of the factory installed limited slips are adjusted specifically not to be overly aggressive on the pavement. This tends to make them almost worthless when you really need them.
Ask me how I know.
Ek
There are a few factory optioned lockers out there, and quite a few limited slips. The main difference is a limited slip will bias torque to both axles of the differential until a calibrated threshold is met and then the limited slip "slips" and spins the axle with the least amount of traction. A locker mechanically locks both axles to the differential and will not allow one axle to spin/slip vs the other, if that happens and if your lucky the locker will have un-locked. Lockers will always have the advantage in extreme off-road driving.
I dont think I would ever say a 4-wheel drive is basically a 2-wheel. Is has the ability to power all 4 wheels but seldom at the same time ( unless lockers are used ) I would almost never say a 2wd with a limited slip has the same advantage as any 4wd.
I dont think I would ever say a 4-wheel drive is basically a 2-wheel. Is has the ability to power all 4 wheels but seldom at the same time ( unless lockers are used ) I would almost never say a 2wd with a limited slip has the same advantage as any 4wd.
I have a 2002 Chevy TB LTZ and it has factory 3.73 and a "locking diff". Glove box codes are G4 and G80. Pretty beefy on a stock SUV, if you ask me.
This is not only correct, but a great piece of advice! Don't try it on ice covered asphalt.
Depends on the use. Limited slip is a pretty nice thing to have around. If you are really in the muck it is going to lock up(should) and act as a locker, on pavement it will keep you from instantly losing your steering tires to spin on both sides. At least GM does. Also allows turning on harder surfaces without stressing the drivetrain. As I understand there were some Dodge that would slip, lock, and release, even with constant tension. Ford has the best of all! Not sure what they are/were stock in, but the ratcheting lockers they produced are monsters!!!
I had an 01 Tundra TRD that didn't have limited slip. It was a $1K dealer installed option in 01, and a regular production item on the TRD package in 02.
An Eaton limited slip with twice the locking force was only $450.
G4 means 3.73 and G80 is the limited slip "positraction" diff. The G80 actually works pretty well off road while not being a true locker. When my stock 10 bolt bites the dust I'm probably gonna get a 4.10 14 bolt out from under a 3/4 ton and add an electronic locker.
Hence, why I had it in parenthesis.....they use the same G80 code for all models but obviously the "locker" rear end in a TB is not gonna be the same as in a 2500 Duramax 4x4....
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