The Ected was origionally designed for a computer controlled traction control system. By varying the voltage sent to the locker the computer could vary the ammount of lock needed to stop wheel spin. Selling them to the aftermarket was kind of an after thought, ditch the computer and just send strait 12-14 volts to the locker making it off or on instead of variable. That being said, it is a limited slip with the ability to increase pressure on the clutches via electricity. It is possible to have it slip even when locked if traction overcomes the clutch packs grip. If you check auburns literature its rated for maximum holding torque of like 18K inch pounds, divide that out and its 1500 foot pounds before it breaks loose and is slipping. Sounds like alot untill you think about the torque you can produce. if your engine put out 100 lbs of torque, times the first gear in the tranny (call it 4:1), times the low range (call it 2:1, I like simple numbers), times the diff gears (again, call it 4:1), and your talking 1600 foot lbs of torque. Now that gets divided by the wheels since torque is measured by resistance, so if all 4 wheels have equal traction you get 400 ft lbs per wheel, if 2 of them are in the air it goes up to 800 lbs per wheel with traction. So, you can see that exceeding the max lock of the differential is quite possible. Some other points to think about are the clutch discs themselves, just like the trac lock that jeep offers standard as a limited slip, the clutch discs will wear, and require a friction modifier in the diff fluid for proper opeation. We all know about the trac record of jeeps trash lock limited slips, and how they rapidly turn into unlimited slips when the clutches go bad, so I couldn't see paying big bucks to put in a diff that relied upon clutches to work.
Big Jim <img src="/forums/images/graemlins/pfft.gif" alt="" />

BigJim, that's about what the mechanic said to me. Good research! Thanks. <img src="/forums/images/graemlins/cheers.gif" alt="" />

From what I have heard from guys that had the ECTED locker --- when not locked, it is a LSD. When locked, a clutch pack is electrically locked together such that the locker is activated. From what they tell me, it's solidly locked, unless the clutch pack is worn. The only time I have heard of the clutch pack wearing is if the diff fluid gets low.

Big Jim, you said that a front locker could be scary on the street. This would generally not be in 4wd, right? So what happens on the street with a front locker? This may be a dumb question (sorry) but an answer would be welcome.

By design a "locker" locks the two wheels to turn at the same speed.. As you undoubtedly know in a turn the wheels MUST turn at different speed as ONE of them is going in a wider arc then the other.
So the locker MAKES them both spin at the same speed.. OK? Now at least one of the tires is skidding on the surface.. On the street this can be hazardous.
The type of locker mentioned here UNLOCKS the wheel not being driven when on the back end. As the front never goes at the same speed in a turn as the back.. even the slower of the front wheels will tend to be spun in a turn in mud or the street.
That is why selectable lockers are always advised by knowledgeable 4 wheelers.
ANY non clutch locker must be used carefully on the street or other hard surface when on the rear..on the front is more than doubly dangerous.
Big Jim <img src="/forums/images/graemlins/pfft.gif" alt="" />

Wrangirl,

If your vehicle is not in 4WD, and if you have manually locking front hubs that are unlocked, then a locker won't bother you at all on the street, since the front axle won't be turning at all.

But if you drive on the street when there is light snow (less than 2") and you normally engage 4WD under such conditions, then you could get some dicey operations. On the other hand, heavy snow (over 6") doesn't present a problem, because that's pretty much like driving it offroad. Just drive it slow, and not like you'd drive on dry pavement.

Thanks, Big Jim and BobRowe. Your answers make it really clear - two takes on the same question and you covered everything. The quality of information on this site is amazing.

Wrong. Jim is correct.

Two things about these "lockers" that are half limited slips, Boo Hissss. Why have such a thing? When on the street on dry, wet, ice I want an open diff, not a l/s.
On the trail that l/s can agravate side slip on off camber trails. Then you have to wonder where the strength of a "locker" is lost in making room for L/s parts either gear driven (tru trac) or clutch driven?
Tire size messes with the holding power (as jim points out) something terrible. My experience with Ox is similar to Freds but at this point the money you might save installing an ox instead of a compressor driven ARB is nill if the shop charges more to correctly install the ox cable.

ARB is proven beyond any doubt...

SD

PS Powertrax is the most money of any of the cheapo lockers, they work pretty well, but for that kind of cash, why? They aree still a cheapo locker that uses a oe case.

Wow, the amount of good tech info on this site amazes me...and I am very thankful of getting pointed in a different direction. I am already looking much closer at the ARB air locker as the automatic lockers seem to be problematic on the highway and the OX unit seems frought with installation issues...I am looking for proven and reliable performance...many thanks to all the replies.
Richard Anderton
Larkspur, CO

One thing not yet mentioned is that a limited slip locker gets you into trouble and never out of it. If someone here has wheeled in deep snow they know what I mean, you can go and go and go and then when it's time to back up It stabs you in the back in 99% of cases with wheelspin and your'e stuck.

ARB's are in most cases very good but early lockers have had problems with mounting bolts that seem to come loose and nuking the diff. They supposedly have done something to correct this and say it's not a problem anymore. They also need rather high pressure to operate and have more things to go wrong than the OX locker. Compressor(electrical gremlins), faulty, kinked or cut airlines, moisture freezes up in the lines cloging them, etc etc.