Quote:Well, since this is a resurrected thread I might as well reply to Harry's question that I missed all those years ago.

The Detroit Locker does indeed disconnect the faster rotating wheel/axle from the hemisphere via the use of a dog clutch device coupled with a cam arrangement that allows disengagement.

There is no provision for slip, you have either locked 2 wheel drive, or one wheel drive.
They are staggeringly successful in 4WD applications & in drag cars but not so good for street hacks.

Take offs are recommended to be in a straight line or else you get a tiny bit of wheelspin [about 2 inches of tyre slip] Doesn't sound like much but it adds up to noticeably reduced tyre life over time.

Front tyres suffer too because the one drive wheel, when driving through a turn, particularly a long sweeper, tries to push the front in the opposite direction that you are steering. It tries to push you straight, so you need extra steering input to counter this effect. The more power you pour on, the more steering input is required.
The result is a greater slip angle on the front tyres & noticeably increased wear.

Oh yeah, do not power into a sweeper then change gear if running a Detroit Locker, the sudden loss of asymmetric thrust [via the inside wheel which is the driving wheel] means that the extra steering input that was necessary before suddenly becomes WAY too much just at the moment that you grab the gear lever & hit the clutch.
The remaining hand on the steering wheel must then correct this gross oversteer condition in a heartbeat, & the heart might just skip a beat or two while doing it.

I've driven them, Detroit's & welded diffs.
Detroit's I can handle but those who think that they can operate a welded locker on the public roads day to day & in the wet without adversely affecting operational safety are just plain delusional.

I have seen far too many who will happily tell you how well they can drive, subsequently demonstrate that they couldn't.
Leave welded diffs for legitimate off road use only.