Powertrax Lockrite

Going to buy one of these this weekend for the old blue shitebox now love the rite up but to me unless I am mistaken its basically a big spring loaded dog clutch that sits between the 2 1/2 shafts locking them together and doing away with the spider gear set up and in the event of one wheel needing to turn faster than the other dog clutch slips against its springs and allows 1 shaft to rotate quicker than the other hence the unlocking/clunk some people talk about

So how exactly is it going to know to send power to the wheel with less traction or am I missing something ?




The LOCK-RIGHT's operation is fully automatic. the axles together similar to a spool. However, when the wheels need to differentiate in a turn, the LOCK-RIGHT will allow the outside wheel to rotate faster to complete the turn. The internal gears on the LOCK-RIGHT will overrun each other to allow this differentiation.

basically when ever you press your right foot down, the kit locks up both wheels as the steel shafts push the drive plates into the side gears

so if your foot was down "hard" all the time, the locker would never "unlock"

it only unlocks "clicking" when you are applying little or no power that the side gears can ride over the drive plates pushing them back against the force of the steel shafts

its a fine balancing act when driving, as in the dry compared to the wet, as its easier to lock up in the wet due to less friction from the tyres meaning the side gears can't overcome the force from the drive plates

if you build one up you will see how they work, its just quite hard to explain in words lol

You're right, it's basically a dog clutch. It always sends drive to the slowest moving wheel. When this wheel spins, as soon as it's speed matches the speed of the other wheel, both dog clutches engage and the diffs lock driving both wheels.

The only problem I can see with this sort of clutch is that it can't differentiate the speed of the wheels. It can only drive one or both of them at the same speed as the input speed, whereas a normal differential can allow one to turn faster and one to turn slower, always averaging the same speed as the input speed. To me this suggests when in 4wd you will get chronic understeer then chronic oversteer with nothing in the middle.

Ok i am seeing it now very ingenious truck only ever gets used off road so road manners dont really matter in my application guess i could just weld the diff but would be a ball ache for movin it on and off the trailer and up and down to the workshop and no way am i paying for a ARB so lockrite it will be.
Anyone who has got one some review would be good

My mate geraint has ones hes on here we do alot of road miles for laning and use it for pandp and it makes the jim a different truck while still being drivable on the road