Eaton Mechanical Locking Differential

Take an inside look at how an Eaton Mechanical Differential functions, and the advantages it brings to your vehicle.

[@jasonbrown467]

i am researching my trailblazer rear diff noises and other various symptoms. youtube kept putting this in my search results and i kept ignoring it lol. now i see that this is maybe the exact diff that is in my trailblazer. not that it super matters but i work in IT and have always been mechanically inclined but in my general approach i must understand the theory of operation in everything i am working on, this video got me from 5% understanding to 90% understanding. thank you

[@TheLostBear78]

I work for a supplier of Eaton. We make the internal gears and the cast iron bodies. Is so cool to see how they all work together. We have been making many different prototype revisions of these lately, all slightly different.

[@umamaheswarareddy3418]

Nothing I could understand from this video

[@lefteris426]

Kevin J do the guys at eaton make locking diffs that fit a suzuki samurai?

[@pruthvirajpawar5031]

Can this mld fitted to mm550 jeep Mahindra

[@calvinbarney4737]

Does this provide 100 percent locking as a locking differential

[@SryImMinimal0815]

it looks over engineered. Too many fragil parts.

[@reppy0757]

I'll never understand why music is insisted to be the same level as the speaker for instructional videos.

[@j.j.springer1099]

They don't watch there video's! What do They care how load the music is! 99.9999% of these don't need music!

[@renefredriksen4589]

I'll use this kinda diffrential on my Volvo 745 Turbo with around 250-300Hp, It is working very well and is very good on winter roads, as for track days, havent broke one yet.. What i've done is weld the engagement pawn? thats what she sayd? anyway, so it locks even if you're speed goes over 20mp/h. It still act's like an open diff with normal driving, and does only lock when one wheel start to spin, and it unlock when you release the trhottle, so actually quite fun to do burnouts and roundabouts with :D Sorry for bad English, I am Norwegian :P

[@l337pwnage]

It is true that it most definitely is not designed for any sort of racing or high traction situations like pavement. It is best suited for very intermittent low speed off road/low traction(mud and snow) usage with mostly everyday street driving in between. The best thing about it is that it can do full lockup, unlike most "streetable" traction devices, yet it drives like an open differential at highway speeds. Anyone who has driven traditional "lockers" on slippery roads knows what I mean. ;)

[@makandrina3770]

ovaj video me je spasio.Danas sam rastavio diferencijal da promijenim lezaj na poluosovini i ne bih ga kvalitetno sastavio da nisam naisao na ovaj video hvala puno

[@jomomma8291]

I have exploded one of these when I had one wheel in the ditch and one on the pavement. On another Chevy truck I had one that would lock and would not unlock for several days. Both trucks were 3/4 tons with the 9.5 axel.

[@l337pwnage]

The RPM difference doesn't directly kill the unit, it's the axial force inside the carrier caused by how it is designed. This force is applied using the RPM difference, however. For example, my truck weighs 6700#'s empty and I can engage that locker so hard that it snaps my head back. All that force is going through 1 axle and simultaneously trying to break the carrier in 1/2, which I've done to a 10 bolt in the past. Other lockers, like Detroits, do not suffer from that shortcoming.

[@Rapbando]

Awesome concept and animation, even if it is a little complicated!

[@stevenking2980]

Not complicated. I have installed one. Took one out with 250,000 miles on it and it was still working. They work great x

[@Bloodbain88]

Also called a gov-lock or my favorite, "grenade lock" because of their tendency to EXPLODE when engaging hard.

[@neworder18]

The engagement mechanism doesn't wear out, the friction material does, and over time it will render the locking action of the differential worthless. If the differential is abused (ie, offroading, power braking) the engagement mechanism can break, sending bits of very hard metal into the spider gears, destroying them and the whole diff. That is the reason they are called a "gov-bomb," as GM marketed them as a "gov-lok" or "gov-lock."

[@keepingup2952]

I was thinking that it would wear out just like a motorcycle clutch, because that's what it is.

[@tfitty202]

@jhbonarius 1.67 rev/s is equivalent to 10.49 radians per second. multiply this by the radius which I'm guessing is about an inch and a half. This gives you 15.7 inches per second tangential velocity. Which is only .89 mph. This is the tangential speed of the most outer part of the locking mechanism.

[@stevenking2980]

This diff is awesome. You just have to drive any z71 and it's got one. Look in your glove box and check the sticker. If it says "G80" then you have this device. I've got over 260,000 miles on mine at it works great on the beach and on trails. I don't do burnouts though, my tires were $1100 and I can't afford to buy them every month.

[@nickbenderer3086]

+Silas Moore oh shut the fuck up!

[@randypullman1155]

+Steven King I'm a red white and blue liberal. your a fox news watch koolaid drinking fascist idiot. liberals fight to get Americans income tax fully refunded. confederate flag waving fascists (you) shoot off their mouths at every opportunity as if they needed to be seen as emotional women that they are. it's why the confederate flag is slated to be banned and made a chargeable crime in the USA...NOT BECAUSE AFRICANS WANT IT TO BE BUT BECAUSE YOU AND OTHER CONFEDERATE FLAG ENTHUSIASTS ALIENATE YOURSELF FROM THE WORLD. Cheers

[@klidpsol]

clever idea, but the locking device mechanism (2:22) depends on the hardness of the spring, if for some reason the spring loses its hardness then it will lock quite often even for low rpm... probably there are solutions for optimization!

[@andresquaini]

too many moving parts... the simpler the better

[@7891ph]

I used to own a Chevy Colorado with one; very effective in operation....l

[@lag_profil]

Had one in my Chevrolet G20 van. It worked flawlessly.

[@yoloboogie3674]

@@7891ph this diff has brake pads which wear out over time, if you don’t take it off-road then you wouldn’t feel the wear

[@7891ph]

@@yoloboogie3674 And your point would be, what????

[@yoloboogie3674]

@@7891ph that there are too many moving parts to last long, you clearly do not put your colorado to use

[@mel63613]

Seems to me that the centrifugal locking devices are just another version of an Impulse Coupling on an aircraft magneto. It's used to initially spin the magneto faster to generate a heavy spark during start cranking.

[@mr.nobody68]

Complex but beautifully genius

[@HostileLemons]

How on earth to people come up with this stuff? Genius

[@AmericanPatriot1778]

I know they can't have no common sense, Incredible....

[@BranGrizz]

as a mechanical engineer, I have no idea.

[@leesuschrist]

Try looking into how an automatic transmission works, then you'll be even more baffled.

[@Qusin111]

morons throwing crap together until something works

[@quinson93]

Over-engineering. There's a very straight-forward solution to locking the differential, but it's patented.

[@phillipthomas4489]

In a full-float 14-bolt, they're pretty bullet proof. My only gripe is needing to spin them so much to lock it up, it lacks finesse in some situations, but otherwise, much better than having to live with a clutch type LSD.

[@Mohamedseddek]

I like your channel I have subscribed 👍

[@ex5tube]

Ingenious design. When one wheel versus another wheel has a differential speed of 100 RPM, then limited slip engages. But when the entire case is rotating, because the vehicle is already moving, at ~20 mph, then the limited slip mechanism cannot engage. So, under normal driving conditions, no constant wear on the limited slip clutche plates. Definitely not good to be revving your engine hard, to get the free spinning wheel to lock.

[@GH-oi2jf]

Not limited slip. It locks up.

[@realkanavdhawan]

The best option is 1 way clutch LSD, limited number of parts working on the momentum transfer by spider gear to pressure plate due to speed mismatch between the pressure plate housing and spider gear

[@chuppoacobra]

Very neat! I felt a few wrinkles forming on the surface of my brain.

[@mjahanzkhan]

Good for knowledge.

[@070ruben]

EXELENTE TRABAJO !!

[@DontFlag]

I wish they were more durable, I had 2 that came stock in my chevys. They are super awesome, detroit lockers can be nerve racking at high speed on ice, but these ones dont lock randomly in a corner when your doing 65 mph. That said 1 broke at 95,000 miles, and the other is still working flawlessly at 168,000 miles. They have both been abused as work trucks.

[@MediaFilter]

I've heard same - that Eatons are super reliable.,

[@mr.redneck2715]

Is there something to cushion the blow when the camlock kicks in?

[@alhell1285]

i love the music 😀

[@ghostofChrist]

i love my trutrac

[@jesusisalive3227]

Looks to me like engagement could be quite violent with this mechanism.

[@medtec6747]

It was and as the clutch packs were out the little engagement mechanism took a beating to the point of breaking and when all those little pieces found the ring and pinion.....metal oatmeal

[@d1oftwins]

@@medtec6747 Yum!

[@olivialambert4124]

Pretty much. But thats what you're intending with a locking differential. There's other designs for a far smoother differential (limited slip), which usually don't require a disconnect at various speeds. By being more aggressive this differential is able to ensure maximum locking and prevent any torque loss the other systems would see. That gives it superior traction in drag racing, or superior traction in offroad settings. But a problem often faced with older systems of this design is the system bouncing between 100% on and 0% on states adding a violent vibration and making it difficult to manage and uncomfortable hence the use of the smoother systems in racing applications. This design seems to have eliminated that for a more violent lock up if my assumptions are correct, and generally be an improvement to a lot of problems older designs faced. Of course newer differential methods offer the best of both worlds with electronic systems able to switch between 100% locking modes, limited slip modes, and various other powerful techniques (eg torque vectoring) through clever computer management. Of course they are all simulated and not perfect, but it would push this design into very niche applications outside of OEM road cars in my opinion. But even before electronic LSD designs the conventional limited slip differential already made a locking differential pretty niche anyway.

[@MediaFilter]

@@olivialambert4124 Nothing at all niche about it - as per number of pickups that have used lockers for decades. Limited slip does not offer the same durability. That's why lockers exist for offroad / rough terrain purposes, and limited slip is used on roads where there is some nominal difference in traction between the two drive wheels. Lockers also waste less energy getting to the desired traction state when one wheel is spinning in the air. As for electronics... no thanks.

[@olivialambert4124]

@@MediaFilter Pickups are rapidly shifting towards electronic differentials as I suggested. There really isn't much advantage in having a locking differential over an electronically controlled differential was my point. Perhaps in large semi-trucks for a stronger system where extreme torque is needed, but for non-commercial use it doesn't have enough benefit over the far more versatile and frankly pleasant e-dif. And in that non-commercial use the wear of an e-dif is well within the requirements for the vast majority of drivers and simply isn't a factor. I'm also distinguishing it from manually operated locking differentials for a reason. They do have a purpose, often operated as the car switches from 2WD to 4WD, but even then we are seeing that whole sphere shifting to electronic control with driving modes and more automation. With all that, being technically a limited slip differential no longer means it is restricted to limited slip use cases. Even if it only ever jumps between 100% lock and 0% lock like an automatic differential the smoother lock up and computer control makes the e-dif far more worthwhile in modern cars. To me it seems that you had misconstrued the point as LSD vs automatic locker rather than e-dif vs automatic locker. And whilst you are strongly against the e-dif, the vast majority of purchasers really aren't and would much prefer a far more pleasant driving experience in line with modern expectations. This can be hinted at with modern trends rapidly moving towards "luxury" pickups, crossovers, and generally comfortable vehicles over the past utilitarian or offroad focused offerings.

[@wayfastwitey13]

one word.. DETROIT...

[@johnjrover40]

My 2009 GMC Sierra has this and the rear end will occasionally lock up for no reason which makes cornering a harsh situation. Always occurs at low speeds just after leaving my driveway. It eventually opens up on its own but not without a loud "clunk".

[@chevota400]

The action and clunk sounds like a Detroit Locker, but I don't think the factory would ever put one of those in there. I was thinking one of the little springs on those centrifugal weights is broke which would mean it takes very little differential action to activate the clutches. Turning out your driveway spins those weights, which is why they have springs or they'd activate on any turn. The spring holds the weight in place until the weights spin faster which is assumed a traction issue, not a corner. I wonder if you can access the spring(s) by simply removing the back cover plate from the diff housing? Why it clunks I don't know, but clutches bathed in the wrong oil can have a lot of stiction so I suppose engagement or release could be sudden and make a similar sound as all the parts unwind? That's basically what the Detroit does, it's only fully engaged or completely disengaged to the axle, no gray area so it can be rather violent when there's torque on that axle.

[@januarioqueiroz3122]

What a pleasant voice!

[@asandberg6]

I plan on replacing my G80 Gov-Bomb with a Yukon DuraGrip. When I do, I will dissect the G80 and modify it by removing the governor assembly, grinding off the detent protrusions and wave spring, and possibly adding another clutch plate. The thought is to create a more conventional LSD differential without the violent governor actuation. I will reinstall for testing purposes.

[@xmo552]

Did you try it?

[@-smp-scientificmethodpersp838]

There better be a video on this one day

[@geraldomagela2200]

Excelente vídeo! Parabéns! Gostei.

[@Samisven]

thats great!

[@neurofiedyamato8763]

the audio style screams 90s and early 2000s to me

[@outrigger777]

OK, I finally understand how it works. The lights finally started going on. But now I'm having trouble understanding how it would unlock. It seems once it was all locked up it wouldn't unlock. When both wheels are back on good traction, what's the force that would cause it to unlock?

[@Serpent32776]

Probably spring pressure and reduction of centrifugal force

[@MediaFilter]

I think re-engagement is based on _relative_ torque / speed between the two wheels.

[@spuriouseffect]

So it comes unlocked every time you go in reverse or drift backward? That would make getting unstuck challenging.

[@MediaFilter]

So then go and design something both more effective and more durable, involving no electronics.

[@spuriouseffect]

@@MediaFilter It's called an Ox Locker.

[@conatuslife]

Jochem Bonarius, it is a differential of 100rpm which means one side gear is only moving at 50 rpm relative to the diff case. are you saying this thing would lock up 50 times on a short trip? worse case theoretical scenario for a 20 mph lockup with my truck equipped with 235/75R15's would be speedo reading 20 mph one wheel at 0 rpm and one wheel at 466 rpm meaning the engagement mechanism would be turning 6058 (by your estimate) however, this should never happen because once the wheel differential reaches 100 rpm the diff locks and the wheel differential should drop to 0.

[@randypullman1155]

Brilliant engineering!..can I install this in to the front axle?

[@carlcap14911]

+Randy Pullman You would have to get a 4 wheel or a 4x4 drive vehicle.

[@corpsiecorpsie_the_original]

You wouldn't want to unless it was a dedicated off road vehicle. During tight turns, the wheel speed difference is greater than 100 RPM and the front axle would lock completely binding up everything.

[@chevota400]

Corpsie: My estimate is about a 10mph diff between the left and right tires to activate it, which I can't see ever happening. I suppose you could do the math and post the turn radius/speed. I'm kinda curious... Randy: I'd pick a different diff, this one is no doubt expensive and would be less than ideal for the front of a 4X. Maybe a generic limited slip which would no doubt work better and be less stressful on your joints.

[@rameswarhembram9955]

Randy Pullman

[@Icutmetal]

carl cappy No shit? 🤦‍♂️

[@TucsonDude]

So, this diff has only a 2-pinion design. Aren't 4-pinion preferred for heavy applications?

[@chevota400]

I agree but since I've never seen one in the flesh I suppose maybe they do have four and the vid shows two to simplify it? Or they simply made the single shaft/two spider setup strong enough to be as good as four?

[@Z71GALLA]

I have had two and all I need to say is...bomb

[@jeffreyoneill6439]

Bomb? What is that supposed to mean? Do you like it or dislike it. Speak English so we can a communicate. I am interested in your observations.

[@toomanyhobbies2011]

@@jeffreyoneill6439 I think he means that when he abuses his vehicle, pushing it beyond it's design limits, it breaks. The G80 is a low speed traction device, not a drag racing spool. It's also a very smooth "locker" that minimizes drivetrain shock for traction on snow and dirt. Ever drive a vehicle with a Detroit or Spartan locker? When either engage it feels like something is going to break from the engagement shock.

[@kevinmoss970]

Am i right in thinking it will never lock up at highway speeds 20mph+ ? So no good on gravel or snow or if you're competing in high speed off road events ?

[@Adityasunrise619]

On the snowy surface the particular wheel will not get much traction so it will revolve at higher rpm so when it crosses 100 rpm then the locking differential comes in play and lock the whole mechanism to work as a single unit so that the wheels on higher traction pulls the vechile out side

[@ecalleros1]

Do you have a video on removing it

[@grahmification]

100 rpm isn't that fast. It's less than 2 per second. Also keep in mind the locking mechanism is greatly geared up from the rest of the differential, reducing the amount of torque on the locker.

[@happymann839]

Ausgezeichnet 👍👍👍

[@smacman68]

Does this happen automatically or do you flip a switch, like the ARB locker? Nice animation.

[@MediaFilter]

Eaton G80 which is the flagship Eaton model, kicks in automatically. That is why they need the flyweight mechanism @3:54. I believe the standard issue Dana lockers are very similar. Both are pretty reliable and cannot easily be wrecked by driver's lack of understanding (unlike driver-controlled 4WD levers & switches).

[@user-vx5gv7ig1c]

Классно придумали. молодцы

[@l337pwnage]

That engagement system is pretty small, There really isn't much momentum there. The primary flaw in this design is you can floor the vehicle and generate more than 100 rpms very quickly and the axle is still accelerating as it is locking up which puts unbelievable stress on the carrier. And it is tough on your axles too. That is why most automatic lockers start from a locked position and unlock when needed. The disadvantage of that is driving at high speeds on slippery surfaces is sketchy.

[@chasefine]

So does it lock up because it becomes tighter.

[@fikriarifinrusli1689]

this is very useful to me

[@blackericdenice]

Dude where are u from?

[@stevenking2980]

Where are you from? Africa? Leave him alone you black racist.

[@blackericdenice]

Steven King Fool I work with more whites than black.

[@bruteman45]

+blackericdenice really I bet a mechanic makes more than you so shut the hell up dumbass and I bet I know more about cars and trucks then you do

[@lokeshduhan9876]

fikri arifin Rusli et ft CT CV Gy

[@elisantekipuyo534]

How many shimz on pinion have on differ anger

[@NelsonboadaMovil]

Excelente diseño, sin embargo en vez de trabar por completo sería mas seguro que por inercia solo frenara para oponerse a la diferencia de giro de los planetarios... Tal como está diseñado es un peligro, porque con la fuerza centrifuga puede llegar a abrirse y bloquear el sistema por error... Ejemplo: tomar una vuelta larga a alta velocidad...

[@stretchhfab7315]

So it’s the same as a gm gov lock. I’ve blow a few of these up. Great for around town and snow but don’t do any heavy off roading with these.

[@BIGBADWOOD]

Much better and simpler deign Keep it simple .. Exploded View - Inside the Eaton TrueTrac Differential kzbin.info/www/bejne/oovQpIxojtuJqcU

[@guest2007]

13 dec 2023 10:13 pm est ( utc - 5 ) : thanks , just-now i finish seeing this movie .

[@UnimogClubUK]

no, theyre talking about rpm, revolutions per minute, or rotations per minute, so a diff could rotate at 100 revolutions per minute...

[@licha5050]

all i know it works real good in my 4x4

[@texaswildcat2000]

Until you have to replace it... Dana works better with fewer small parts to worry about...

[@licha5050]

@@texaswildcat2000 everything works untell it don't LOL But if you beat it and don't use it as it was entended it will bust. its not made to do burnouts......

[@matthewchristeson6589]

Is there a video anywhere where someone is working on a differential like this?! I need help with mine!

[@thomas.861]

so the differential locks whenever one wheel makes 100rpm more than the other, and its mechanicle to. genious but i wouldnt apply it on tractors, but it seems like a great idea for any atv or offroad truck

[@jamesbradley1695]

The SPINDLE with the bob weights has to make 100 rpm. for lockup to happen.

[@thomas.861]

still makes it useless for tractors...

[@jamesbradley1695]

Thomas de Boer Yes and probably not much good for creeping slowly up wet rocks either!

[@thomas.861]

uhu, id still rather have a hand locking diff. gives you more control... but i realy like the idea

[@Jackyl82334]

NO ! ! ! ! It was explained that anytime the carrier RPMs are OVER 100 RPM the system CAN NOT LOCK, this way IT WILL NOT LOCK AT HIGH SPEED. Thats about the only part that was simple and not one of you got it right ! ! ! ! HELLO ! ! ! MCFLY ! ! ! ! !

[@neworder18]

Um, yeah... but the difference in wheel speeds in the diff are often zero (driving straight ahead) or up to a couple hundred rpm (like, 250 at most)

[@tbirdsport302]

I really want one on my 2000 Jimmy 2wd. Only problem is, they don't make one to work with 3.08 gears. Gotta upgrade to 3.42's :\

[@claudesmoot1880]

If your wheels have a speed sensor why couldn't the brakes engage on the wheel that is spinning?

[@user-gn1bo1kd2i]

Привод блокированния дисков фрикциона надо делать гидравлическим! Будет надежнее.

[@dereksimon07]

AKA GOV BOMB

[@georgewashington938]

if it automatically disengages at 20 mph, does that mean when you are driving hard and spinning hard to get through a mud hole the differential will go from locked to open? That does not sound good.

[@michaels8050]

It doesn't disengage at 20, but rather cannot engage above 20, so if it's already engaged and you accelerate it would most likely stay engaged until the load is gone (you let off the accelerator)

[@acuario8331]

Como avanza la tecnología, así mismo la comodidad para manejar un carro. Pero un diferencial de los simples, Durán muchos años, con buen. Mantenimiento diría q dura toda la vida de un vehículo. Pero estos modernos, tienen muchas piezas y mientras más piezas más desgaste eso significa que no durarán mucho.

[@nicolec7290]

so if i back up and hook to a trailer , on say wet grass ,I have to spine the first tire to make the other hook up ... so now I have only one tire with traction again ..... rather have normal diff lock so I have two tires pulling .....

[@stevenking2980]

This g80 is killer. I've had two.

[@nicolec7290]

ya thanks... test drove one and the salesmen real tried to push it like it was a good thing ,,,guess that is there job ....think i will pass ....watched a vid on one ,at just low speed ,,and boy did it hit hard .....

[@bruteman45]

+Nicole H you must not have drove a chevy truck with one equipped

[@TMM6900]

crazy tech

[@ridgerunner106]

More parts than a Chinese clock.

[@user-zv1yu6pn9j]

❤

[@sangramthorat6412]

please show proper working of mld

[@user-kg2mf7fz9w]

genius

[@naf546]

Clever... I understand it... kinda of.

[@Bare36]

kad jedan tocak pocne proklizavat onda se ukljuci mehanizam zakljucavanja.frikcija se prenosi preko lamela,tako da nije 100%tna blokada

[@kiniigle]

How the Eaton MLocker works

[@bryanpiczon8070]

I like the disk and curvy auto spacer. but the two gear is not right it should be omitted

[@MicroAppleStudios]

The rotating difference between the wheels to lock the diff, is not as big as one might expect. In the diff, If one wheel starts to bind, the other will spin twice as fast. EXAMPLE: If the gear ratio is 1:1, then if one wheel stops spinning(0:1), then the other will be spinning at (2:1). So in contrast, 100rpm on the wheel is really 50rpm on the Carrier which may still be high, but a diff can withstand it very well.

[@fabulousoffroaddesigns5080]

The 100rpm is NOT on the axle difference. It is the RPM of the little shaft with the paul system on it. That shaft is geared about 150:1 so it only takes about 2/3rds of a rotation of the tire to engage it.

[@stevenfredrick4296]

Song?

[@mundrubjet]

I'm more corny-fused now than I was before I watcherized... Hink-a Bork!!! Ol Tigger...

[@thegreatga]

I have trutrac and it's awesome and dependable, this mechanical diff unfortunately sucks for anything over sligtly bigger factory tires or if the truck is loaded. These are notorious for breaking, and i've replaced them with the trutrac. The casing on the eaton mech diff usually breaks causing bad things...

[@ag135i]

Really bro I thought it's good and was thinking about buying it, now you say it's unreliable I am confused now.

[@MediaFilter]

@@ag135i I think there are morons that abuse their hardware no matter where you go. Note on the other hand, the number of people who have for years or even decades gotten great performance and no failure out of Eaton lockers.

[@ericvickery6357]

good carriers ive chewed up quite a few in my day but its called a gov bomb for a reason

[@bruteman45]

its called not using it correctly

[@ericvickery6357]

+bruteman45 of course who gets a positive traction carrier and drives miss daisy around what would be the fun in that

[@ericp.9497]

Can anyone explain how the forces are transmitted through the "reaction block" to engage the clutches on the opposite side? Also, it's not an LSD. So if you treat it like an LSD, then yes, you're going to blow it up.

[@saeedsalam]

ثانية 29 اذا كان المسننات تدور عكس بعض كيف تسير السيارة . يوجد خطاء

[@leesuschrist]

"the engagement mechanism can rotate whenever there is a difference in speed between the two wheels" ...and suddenly it all starts to make sense.

[@rohitgandhii]

I bought the MLD and when it brroke after a few months I tried to engage with the company for months, but Eaton never responds. I found a distributor and said that even if a small partt breaks eaton wants you to buy the part again even though a small part may be broken.I would recommend not to buy it. Reply

[@sinding7670]

Diff lock best in the mud road

[@mateuszodrzywoek8658]

Now to 3D print it in a scale which is basically a lefo scale

[@burtvincent1278]

What could go wrong?

[@JuanOrtiz-je6ko]

Troca 2010 Chevy Quiero saber cuántos anillos lleva en un lado del diferencial y Cuántos anillos en el otro

[@dreintheblackhawk5968]

2am for me

[@rudedogii]

I got a Detroit Locker. Much simpler design!

[@1danny2k]

Plan to use lockright on my samurai for offroad competition do you feel that's right? Manual lockers make me lose time

[@josecartes5865]

hola ustedes fabrican bloqueos para nissan patrol de la segunda generacios de los año 74 al 79 los cuales son de 10 estrias y tienen una relacion de corona 4,1,1 agradecere su respuesta gracias

[@slayera0370]

Seems like an awful lot of wear surfaces just sliding stuff together and lots of moving parts. Anyone know the kind of miles you can get from one of these?

[@dirkdaddy2]

I just bought a chevy with this g80 and it has over 200k miles on and it works perfectly.

[@bryanhersman4037]

I have a 2001 3/4 ton 6.0 with 235,000 miles and the G80 works as new with no repairs.

[@sirajeldine9132]

dears need help , i have jeep grand Cherokee Hemi limed may her noise when the speed down from 120 KM to 100 KM if any body know what's reason . kindly let me know

[@sendeuyuma1005]

👍👍🇹🇷🇹🇷

[@jamesbradley1695]

Another incomplete locking differential explanation! She omits to say why or how the side gears actually get locked together during wheel spin! From inspection, it's clear that once the loose cam plate rides-up the cam ramps, it COMPRESSES the friction material which grips the inter leafed clutch plates! These clutch plates have 4 EARS (LUGS) sticking off. These Ears must fit into corresponding channels (not shown) in the big cylindrical housing unit -which has the crown wheel bolted to it. Therefore, when the clutches start to grip, the crown wheel is effectively driving both sets of clutch plate ears sliding in their channels inside the housing. These clutch units are splined to the side gears! So the crown wheel and housing are driving the half-shafts via the side gears. And the spider and pinions in the middle, are not taking any torque! However, as she says the cam ramps are apparently self energising, so I don't see what causes the clutches to ever release? Does anyone else see how the unit unlocks?

[@BlackHawkBallistic]

+James Bradley I'm no mechanic but I would assume the springs that keep the lockout mechanism pulled in will also disengage it once you get to 20 mph. From the videos I've seen of these in action the diff locks and then unlocks once they get up to 20 mph.

[@bruteman45]

if one wheel spins more than 120 rpms then it locks once it goes over 20mph I believe then it unlocks its meant for low speed traction not what stupid fucks use it for what they think its meant to do

[@anythingadrenaline4515]

bruteman45 would guys prefer Eaton or ARB lockers?

[@johncasor9698]

@ 0:55 she said [when]..... a predetermine '' Torque is applied ''. to the gear teeth.... the friction plates get locked up...

[@johncasor9698]

@ 4:17 she tells us how the cam plates will lock together...

[@Samisven]

weld it already!

[@Shreymani2]

😂😂😂😂

[@tedwilson9589]

Put a spool in it , but then I bet you someone could even break that. LOL

[@loku1125]

there is no wheels in a diff, so are you saying a vehicle will run at 250 rpm?

[@Icutmetal]

Jesus...really?

[@tfitty202]

@jhbonarius 100 rpm is not very fast 100rpm /60s = 1.67 rev/s