LSD's fall into two basic categories. Spin resistant & positive locking.

The Detroit Locker is the best known of the positive lockers & they work exceptionally well, but unless you have a 4wd or a drag car, then don't touch one with a barge pole. I fitted one to a Falcon /Warner rear axle assembly & tested it for some months as an official Telecom trial. In the hands of a skilled driver, they can be really good. In the hands of an average Joe, they can easily become the source of grief in the blink of an eye.

The spin resistant type is the most widely known & used. They use either spring loaded washer packs, or flat clutch disc setups. Basicly they use friction to give a partially locked diff.
I say partially as the spring pressure on the friction devices is supposed to be low enough to allow normal diff action when cornering, however, if one wheel slips, as in, when one wheel is on the sealed road, & one is in the mud, the friction to the axle on the road is enough to provide positive drive & allow you to reive on.
They effectively delay the point where one wheel breaks loose. You will need to abuse it pretty bad to loosen it up in a couple of months.

Ask 1200rallycar how long his axle lasted in his welded diff, & ask him to repeat his glowing recomendation for welded difs.

Elliott I only know about welded diffs in Datsun H (Hitachi) diffs and you cant weld them up in the car.

If you can easily get an LSD for the diff you are installing I doubt you would be able to wreck it with the power your engine is putting out and the light weight of your car.

Really if you can get an LSD it is the best option.

what do you mean a spin resistant LSD dont they all resist spin.
dodge, i would love a good lsd but there so expensive and from what i hear they can get loose after a couple of months.
Elliott

Just remember that locked difs are illegal for street use. Have you ever wondered why?

Also, if you lose it in the wet as a result of having no lateral [sideways] traction, & you are involved in an accident, your insurance company can wipe you like a dirty, ... ummm ..... rectum. Cars that have been deliberately modified to an "unroadworthy" spec are not covered by the policy. Just something else to think about.

Go the spin resistant type LSD, & be carefull in the wet.

maybe if you weld it while in the car an weld the splines together......maybe? my previous car , a low 1000, had a locker and it was fine but i really just dont wanna brake an axel in the new one, what do people recon my chances of not having a problem is?

Quote:
Why would you need to replace both axles if only one was broken,surely its the same no matter what diff set up you have.

im with NIS15L at least u can predict whats gona happen with locker open sux with boost,

also benifits of spool is that if u break a axel u only have 2 change one axel not both and centre as if u welded it all up all would have 2 be changed.
so will work out cheaper in long run

personal choice thats how i felt, i like my car to be nice, i hated the welded centre from the first time i reversed it outta the shed

but loved drifting with it, at the end of the day it was my road car though

1200rc r u serious there not that bad mate i dont no bout u but id rather put up with those tiny little things which realy dont bother me one bit then put up with a car that spins 1st to 4th with 1 wheel.

I found the open wheeler in my utes very dangerous as it would be spinning 1 wheel then hit third and all of a sudden cut 2 wheels and turn toward the cutter.

Here is a quick description from the web on Spools and Minispools..

Spools & Mini Spools:
For racing, serious off-road, or crazy hot-rodders, a spool is the ultimate traction differential. Actually, it can hardly be called a differential because it does not differentiate. Spools have several purposes. First, they lock both left and right axles solid together so that there can be no loss of power due one wheel spinning faster than the other. Second, they usually support the ring gear much better than most other differentials. Last, they can be lighter than a differential, which saves rotating mass as well as un-sprung weight that the suspension has to contain.

The main shortcoming of spools is the fact that the outside wheel has to turn faster when negotiating a turn if both wheels are to maintain traction. If the axles are locked together, one or both wheels have to slip in order for the outside wheel to travel farther than the inside wheel. This can cause the rear of the vehicle to spin out, fish-tale, or can cause a lot of noise that sounds like positraction clutch chatter as the axles twist and release. Sometimes these effects are not all that bad, and they are less severe when 35-spline or larger axles are used. For those people on a budget, there are mini-spools available for many rearend designs. A mini-spool fits inside the standard open carrier, replacing the spider gears, and locking the left and right axle shafts together just like a spool does. A mini spool drives exactly like a full spool does, but they are not as strong as a full spool and do not add any extra support to the ring gear like a spool does.


Full article on description of different types of differentials can be found here.

cheers

Benny