Then you modified your Sierra. They don’t have a locking front diff. They behave exactly the same as the Ram in 4WD Lo. I’m a former GMC and Chevy truck owner.
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Anti-Spin Differential Rear Axle vs. Electronic Locking Rear Axle vs. Nothing
- Thread starter rrbhokies
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IvoryHemi
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100% sure
Wow. Lots of wanky info here. Good times
I could be wrong but I think lockable front diffs are only available with some Jeep’s and with the power wagon. Ram 1500 trucks all use an open front diff with no locking functions from the factory. The same goes for GM trucks and as far as I know Ford.
The anti-slip rear diff in the ram trucks uses a clutch type differential and require an additive when changing the fluid, this style allows the rear wheels to spin at different speeds with the clutches and heavy springs acting as resistance between the two axles. Google posi rear diff for examples, would not recommend this for excessive off-roading or tire spinning fun as they do wear out. Works at all speeds as well.
The E-locker on the ram trucks physically locks the rear axles together 100% with no slip between the two. This will disengage at higher speeds for safety and to protect you from breaking something. Do not use on dry pavement or when towing a really heavy trailer on a hard surface.
4wd low operates the same as 4wd high but at a much lower gear ratio which is changed in the transfer case. Top speed will be reduced and torque will be increased drastically. In 4wd high and 4wd low power will be sent equally to both the front and rear axles, this is not the same as AWD where 100% of the vehicles power can be sent to a single wheel in some cases.
The anti-slip rear diff in the ram trucks uses a clutch type differential and require an additive when changing the fluid, this style allows the rear wheels to spin at different speeds with the clutches and heavy springs acting as resistance between the two axles. Google posi rear diff for examples, would not recommend this for excessive off-roading or tire spinning fun as they do wear out. Works at all speeds as well.
The E-locker on the ram trucks physically locks the rear axles together 100% with no slip between the two. This will disengage at higher speeds for safety and to protect you from breaking something. Do not use on dry pavement or when towing a really heavy trailer on a hard surface.
4wd low operates the same as 4wd high but at a much lower gear ratio which is changed in the transfer case. Top speed will be reduced and torque will be increased drastically. In 4wd high and 4wd low power will be sent equally to both the front and rear axles, this is not the same as AWD where 100% of the vehicles power can be sent to a single wheel in some cases.
IvoryHemi
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Correct, the only Ram with a locking front diff is Power Wagon.
The only GM truck to get a front locker is the ZR2
I didn’t know GM offered that, good to know. While I am not really brand loyal my dad is a big GM fan, my previous truck was a GM but this rebel blows it away in every category.
While on the GM topic, the G80 locker in my previous truck worked well until it blew up causing major damage to the gears and required a full replacement. I went with a limited slip style after that as I didn’t like how the G80 banged into gear.
WXman
Ram Guru
Personally I hate limited slip diffs.
They tend to "walk" the rear end of the truck to the side when on compacted snow or ice. I hate it. They also require additional lube when doing maintenance, and the clutch packs typically wear out over time.
To me, locking diff is the best way to go. You get the open diffs which are preferable for compacted snow and ice, as well as better for turf and also it doesn't wear your tires as fast on dry pavement. But you also have maximum traction for off-road or deep snow conditions.
They tend to "walk" the rear end of the truck to the side when on compacted snow or ice. I hate it. They also require additional lube when doing maintenance, and the clutch packs typically wear out over time.
To me, locking diff is the best way to go. You get the open diffs which are preferable for compacted snow and ice, as well as better for turf and also it doesn't wear your tires as fast on dry pavement. But you also have maximum traction for off-road or deep snow conditions.
IvoryHemi
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That’s a shame. Thanks. I’ll plan on skipping it then
redneck
Well-Known Member
no mods to the sierra im 100% sure the front end locks on my 17 denali in 4 low the front wheels hop & chirp very bad if you try to turn in 4 low but in 4 hi no problem their also is a white plastic servo on the side of the front diff im sure that is what locks it
redneck
Well-Known Member
thanks for the info on the ram i cant wait till it comes in love the new saddle interior
All I can find in terms of locking front differentials in the 2017 GM trucks is aftermarket. GM has always offered the G80 auto locker for the pickups but no clutch types from the factory that I know of. Locking front diffs are very rare.
Having a chain type transfer case in my current rebel it does not like turning sharp in 4low or 4high when there is a lot of traction, even on wet pavement I can feel it struggling in sharp turns so I try to turn 4wd off when possible.
Having a chain type transfer case in my current rebel it does not like turning sharp in 4low or 4high when there is a lot of traction, even on wet pavement I can feel it struggling in sharp turns so I try to turn 4wd off when possible.
I had a G86 (clutch-based LSD) in my Quadrasteer, whereas the G80 can go to full lock.
Willwork4truck
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I dont believe we have locking front differentials, no. Usually that’s a “special” item that only serious rock crawlers get installed.
Willwork4truck
Spends too much time on here
How exactly did it blow up? Usually thats a very stout diff.
The weights, spring and shaft that are used to lock the G80 in fell apart and got sucked into the ring gear. Weird thing is I never noticed until I was doing a fluid flush and had the cover off after I noticed the locked was non functional on ice.
Ring and pinion were both damaged and there was metal all over the place.
Ring and pinion were both damaged and there was metal all over the place.
Willwork4truck
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Well that sucks. I had heard they lasted very well.
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I would have to disagree about limited slip in snow/ice. I prefer to have it. Better traction to get moving. The rear end "walking out" is because both wheels are spinning. Learn to control it.
WXman
Ram Guru
No kidding. If both wheels aren't spinning then you don't need a traction aid. And once the rear end begins to try and pass you the only way to control it is to stop the truck.
It was a worthless option in the old days. Today, with advanced traction control and Brake Limited Differential systems, I don't even know why they still sell it.
Willwork4truck
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“It was a worthless option in the old days.” Maybe you mean a worthwhile option? It’s true that computer controlled auto braking systems (traction control) do a good job at reducing wheel spin yet one of their flaws is that they don’t allow the driver to use wheel spin to “power through“, or even get any power at all.
Both elockers and mechanical lockers have their place however so do clutch-type LS systems. Here’s a partial post quote from a Subie owner “Interesting…Subaru for years includes the limited slip rear in their Outbacks. When they started to include traction control…I don’t know if they dropped the feature. I do know for “mudding” they are incompatable. You’ll want to spin both rears to clear treads…so trac control is useless and contradictory for true off road applications.”
And another person stated: “Neither system is going to be perfect and neither will compensate for bad decision making. The newer traction systems are designed to help people like my wife and my mother, and for them, it does. For me, it usually puts me into more danger when it kicks in unexpectedly.
I’m not bashing them, but I drive based on past experience before those systems. It was the driver that made the difference. So the new systems often try to counter-act me and that gets me into trouble. The traction systems will not let you apply power to the front wheels to spin them and pull your front end around. It will activate the brakes and put you into a worse push. If I didn’t use those maneuvers, all would be well. But it’s hard to unlearn driving skills and drive like a dummy.”
I think that an ELD is great for deep snow, mud, sand or rock crawling use. The occasional need for additional traction while say climbing a mtn pass in snow at 40 + mph would favor a limited slip, IMHO.
I deliberated a long time when buying my truck on both the final gearing and axle type however considering it was my wife’s vehicle to drive, I mainly wanted 3.21, 4A and the anti-slip options.
Both elockers and mechanical lockers have their place however so do clutch-type LS systems. Here’s a partial post quote from a Subie owner “Interesting…Subaru for years includes the limited slip rear in their Outbacks. When they started to include traction control…I don’t know if they dropped the feature. I do know for “mudding” they are incompatable. You’ll want to spin both rears to clear treads…so trac control is useless and contradictory for true off road applications.”
And another person stated: “Neither system is going to be perfect and neither will compensate for bad decision making. The newer traction systems are designed to help people like my wife and my mother, and for them, it does. For me, it usually puts me into more danger when it kicks in unexpectedly.
I’m not bashing them, but I drive based on past experience before those systems. It was the driver that made the difference. So the new systems often try to counter-act me and that gets me into trouble. The traction systems will not let you apply power to the front wheels to spin them and pull your front end around. It will activate the brakes and put you into a worse push. If I didn’t use those maneuvers, all would be well. But it’s hard to unlearn driving skills and drive like a dummy.”
I think that an ELD is great for deep snow, mud, sand or rock crawling use. The occasional need for additional traction while say climbing a mtn pass in snow at 40 + mph would favor a limited slip, IMHO.
I deliberated a long time when buying my truck on both the final gearing and axle type however considering it was my wife’s vehicle to drive, I mainly wanted 3.21, 4A and the anti-slip options.
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If you allow yourself to get to the point where the rear end is passing you, then you definitely don't need a limited slip because you lack the skills necessary to properly utilize it. Modern day electronic nanny's, such as ESP/traction control are probably more up your alley
