{"id":44237,"date":"2017-10-03T06:00:54","date_gmt":"2017-10-03T13:00:54","guid":{"rendered":"https:\/\/www.racingjunk.com\/news\/?p=44237"},"modified":"2017-10-03T07:03:26","modified_gmt":"2017-10-03T14:03:26","slug":"the-eaton-detroit-locker","status":"publish","type":"post","link":"https:\/\/www.racingjunk.com\/news\/the-eaton-detroit-locker\/","title":{"rendered":"The Eaton Detroit Locker"},"content":{"rendered":"<p class=\"jetpack-slideshow-noscript robots-nocontent\">This slideshow requires JavaScript.<\/p><div id=\"gallery-44237-1-slideshow\" class=\"jetpack-slideshow-window jetpack-slideshow jetpack-slideshow-black\" data-trans=\"fade\" data-autostart=\"1\" data-gallery=\"[{&quot;src&quot;:&quot;https:\\\/\\\/www.racingjunk.com\\\/news\\\/wp-content\\\/uploads\\\/2017\\\/10\\\/Locker-Lead-Photo.jpg&quot;,&quot;id&quot;:&quot;44243&quot;,&quot;title&quot;:&quot;The Eaton Detroit Locker&quot;,&quot;alt&quot;:&quot;The Eaton Detroit Locker&quot;,&quot;caption&quot;:&quot;Click Here to Begin Slideshow\\n\\nFor plenty of old drag racers (yours truly included), the muscle car era was filled with interesting and often memorable hardware. The Detroit Locker, typically found under big power Fords with a Drag Pack, was one example. And as it turns out, the Detroit Locker was likely the toughest, meanest, gnarliest differential that ever turned a tire on the street. Fair enough, but that was a long time ago, and what does this have to do with today\\u2019s high performance cars? As it turns out, the Detroit Locker is still the most durable and dependable locking differential available today. And it is certainly not limited to 9-inch Ford applications either, but we\\u2019ll get to that in a bit. Way back when, the Locker had some decidedly naughty manners to go along with it too (of course, that didn\\u2019t hurt the bad-boy reputation one bit): The Detroit Locker functions as an automatic locking differential designed to lock both wheels of the axle together automatically, with power input, when forward or reverse torque is applied. This means both driving wheels provide 100% of the power to the ground. When \\u201clocked,\\u201d it\\u2019s like a spool that solidly connects both axles (and, consequently, wheels) together. When torque isn\\u2019t applied, the Detroit Locker \\u201cunlocks.\\u201d The locking and unlocking wasn\\u2019t exactly invisible (typically, you\\u2019d hear and feel clunking and banging). Sure it was a bit naughty, but the Locker also had a reputation for brute strength. We\\u2019ll get to the way a modern Locker works down the page.\\n\\nToday, Eaton owns Detroit Locker, and most of the bad manners have been banished. The latest versions, dubbed \\u201csoft lockers,\\u201d still let you know when they lock and unlock, but not quite with the same ferocity as the older models. Comparatively speaking, they\\u2019re actually rather refined, but we\\u2019ll get to that in a bit. \\n\\nOriginally born as a \\u201cThornton Drive,\\u201d the Locker was first manufactured by Detroit Automotive Product Corporation. During the forties, the fifties and the sixties, the Thorton Drive was made available as original equipment in any number of light and medium duty trucks. By the sixties, the Thorton Drive came to be known as the Detroit Locker. It was then that Ford Motor Company fit the Locker into 9-inch differentials \\u2013 particularly those in Drag Pack cars. Over time, Detroit Automotive Product Corp transformed into Tractec (the name changed in 1979).\\n\\nIn 2005, Eaton Corporation purchased Tractec Holdings, Inc. With the purchase came the Detroit Locker. Today, Eaton Corporation offers Detroit Lockers for a wide array of rear end applications, including Dana 60, Ford 9-inch, Dana 44, Chrysler 8-3\\\/4, GM 10 (various configurations) and 12-bolts (standard and aftermarket 33 or 35-spline), along with a few other applications. \\n\\nHow does the Detroit Locker operate? First, consider the major internal pieces, which are essentially the side gears, outer springs, driven-clutch assemblies, spider assembly and center cam. The center cam is held in the spider assembly with a snap ring, but is free to rotate.\\n\\nWhen a Locker-equipped car is under power and moving forward, both axles (and thus both wheels) are locked in position and turn at the same speed \\u0026#8211; rather important if you\\u2019re interested in \\u201cstraight line acceleration contests.\\u201d The key to the unit is the series of teeth found on the spider assembly along with the driven clutches on either side of the spider. The driven clutches ride between the side gears, which are splined to fit the axles and turn at the same speed as the axles. The Locker spider assembly takes the place of spider gears found in a conventional open differential.\\n\\nSo it\\u2019s locked. But what happens if you go around a corner? That\\u2019s something a fully locked differential (or spool) isn\\u2019t too happy with, of course. The crux of the Locker operation is this: While in a turn, the outside wheel must travel a distance greater than must the inside wheel. This causes the wheels to turn at different speeds. The teeth on the spider and driven-clutch assemblies are cut at a negative angle. Here the center cam (inside the spider gear) locks into position and acts as a ramp to disengage the right driven-clutch teeth from the spider gear. This allows the right wheel to rotate faster around the corner. Once the driven-clutch rotation equalizes and both wheels are traveling at the same speed, the exterior springs force the teeth to mesh (and of course, \\u201clock\\u201d). That\\u2019s why a Detroit Locker feels and sounds like it\\u2019s locking and unlocking \\u0026#8211; because it is. Now, since Eaton took charge of the Locker, they\\u2019ve managed to remove some of the harshness from the locking and unlocking cycle. But hey, these are high performance pieces. You can still expect some of the lock\\\/unlock sensation when you\\u2019re driving a Locker-equipped car.\\n\\nWhen all is said and done, the Detroit Locker was, and still is, the toughest limited slip automotive differential ever built. If you need brute strength from the differential in your extreme power street-strip car, don\\u2019t look any further than the Detroit Locker. It\\u2019s one bad to the bone piece. For a closer look at a Locker, check out the accompanying photos:&quot;,&quot;itemprop&quot;:&quot;image&quot;},{&quot;src&quot;:&quot;https:\\\/\\\/www.racingjunk.com\\\/news\\\/wp-content\\\/uploads\\\/2017\\\/10\\\/Locker-1.jpg&quot;,&quot;id&quot;:&quot;44238&quot;,&quot;title&quot;:&quot;The Eaton Detroit Locker 1&quot;,&quot;alt&quot;:&quot;The Eaton Detroit Locker&quot;,&quot;caption&quot;:&quot;The case found on Detroit Lockers is extremely beefy. No special setup is required with this limited slip. In many examples, you can use stock replacement bearings. In the unlikely event you break a Locker, it is possible to repair it. Eaton offers a full range of replacement pieces and service parts.&quot;,&quot;itemprop&quot;:&quot;image&quot;},{&quot;src&quot;:&quot;https:\\\/\\\/www.racingjunk.com\\\/news\\\/wp-content\\\/uploads\\\/2017\\\/10\\\/Locker-2.jpg&quot;,&quot;id&quot;:&quot;44239&quot;,&quot;title&quot;:&quot;The Eaton Detroit Locker 2&quot;,&quot;alt&quot;:&quot;The Eaton Detroit Locker&quot;,&quot;caption&quot;:&quot;This is an exploded look at a Detroit Locker. From left to right, the major components that make it work include the side gears, outer springs, driven-clutch assemblies, spider assembly and center cam. The cam in the center is held in the spider assembly by way of a snap ring but is free to rotate.&quot;,&quot;itemprop&quot;:&quot;image&quot;},{&quot;src&quot;:&quot;https:\\\/\\\/www.racingjunk.com\\\/news\\\/wp-content\\\/uploads\\\/2017\\\/10\\\/Locker-3.jpg&quot;,&quot;id&quot;:&quot;44240&quot;,&quot;title&quot;:&quot;The Eaton Detroit Locker 3&quot;,&quot;alt&quot;:&quot;The Eaton Detroit Locker&quot;,&quot;caption&quot;:&quot;From this angle you can see the carrier splines. This example is engineered for use with 35-spline axles. As far as lubricant for the Locker is concerned, you can use any quality petroleum\\\/mineral based rear axle lube. Friction additives\\\/modifiers are not required. Eaton does not recommend synthetic lube for the Locker.&quot;,&quot;itemprop&quot;:&quot;image&quot;},{&quot;src&quot;:&quot;https:\\\/\\\/www.racingjunk.com\\\/news\\\/wp-content\\\/uploads\\\/2017\\\/10\\\/Locker-4.jpg&quot;,&quot;id&quot;:&quot;44241&quot;,&quot;title&quot;:&quot;The Eaton Detroit Locker 4&quot;,&quot;alt&quot;:&quot;The Eaton Detroit Locker&quot;,&quot;caption&quot;:&quot;Detroit Lockers are available for 3 and 4-series gear sets. The Locker locks up 100% when operating in a straight line or if the car is spinning, which means power is transmitted to both wheels. In a turn, the unit unlocks for the wheel turning the fastest.&quot;,&quot;itemprop&quot;:&quot;image&quot;},{&quot;src&quot;:&quot;https:\\\/\\\/www.racingjunk.com\\\/news\\\/wp-content\\\/uploads\\\/2017\\\/10\\\/Locker-5.jpg&quot;,&quot;id&quot;:&quot;44242&quot;,&quot;title&quot;:&quot;The Eaton Detroit Locker 5&quot;,&quot;alt&quot;:&quot;The Eaton Detroit Locker&quot;,&quot;caption&quot;:&quot;As a Detroit Locker has \\u201cbacklash\\u201d or \\u201cslack\\u201d between the drive and driven teeth, you will hear it \\u201cworking\\u201d in everyday use going through corners and when going from drive mode to coast mode. Eaton notes that with the car on the ground and the transmission in neutral you will have 1\\\/4 to 1\\\/3rd of a turn of lash in the driveshaft; this is completely normal.&quot;,&quot;itemprop&quot;:&quot;image&quot;}]\" itemscope itemtype=\"https:\/\/schema.org\/ImageGallery\"><\/div>\n","protected":false},"excerpt":{"rendered":"<div class=\"mh-excerpt\"><p>During the muscle car era, the Detroit Locker was likely the toughest, meanest, gnarliest differential that ever turned a tire on the street. As it turns out, the Detroit Locker is still the most durable and dependable locking differential available today.<\/p>\n<\/div>","protected":false},"author":20,"featured_media":44243,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_jetpack_memberships_contains_paid_content":false,"footnotes":"","jetpack_publicize_message":"","jetpack_publicize_feature_enabled":true,"jetpack_social_post_already_shared":true,"jetpack_social_options":{"image_generator_settings":{"template":"highway","default_image_id":0,"font":"","enabled":false},"version":2}},"categories":[3697,11,3470,4879,5012],"tags":[4863,1830,4892,41,4888,461,321],"class_list":["post-44237","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-galleries","category-how-tos","category-news","category-slideshow","category-transmission-clutch","tag-detroit-locker","tag-differentials","tag-galleries","tag-news","tag-slideshow","tag-tech-tips-2","tag-wayne-scraba"],"jetpack_publicize_connections":[],"jetpack_featured_media_url":"https:\/\/www.racingjunk.com\/news\/wp-content\/uploads\/2017\/10\/Locker-Lead-Photo.jpg","jetpack_shortlink":"https:\/\/wp.me\/p42YSK-bvv","jetpack_sharing_enabled":true,"amp_enabled":true,"_links":{"self":[{"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/posts\/44237","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/users\/20"}],"replies":[{"embeddable":true,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/comments?post=44237"}],"version-history":[{"count":1,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/posts\/44237\/revisions"}],"predecessor-version":[{"id":44244,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/posts\/44237\/revisions\/44244"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/media\/44243"}],"wp:attachment":[{"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/media?parent=44237"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/categories?post=44237"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/tags?post=44237"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}