I have a 2.79 open in mine and dont miss the possi and love the 18 MPG on reg.

boss347convertible wrote:

I have a True Trac which I find to be the best of all worlds for my Mustang which is only driven on the street. No chirps when going around corners and locks up under most conditions. No clutches and no special oil. I used the Detroit Locker in more than a half dozen vehicles and have a lot of street time with the Detroit. While it provides full lock up, it would chirp a lot in corners, sometimes push the front end when it did not unlock and exhibited other characteristics that I did not want in a street vehicle.

My set up: T5 modified, 2.95 first, .63 overdrive, 3.55 rear, 13 inch dynamic radius. For my driving in my location, I find this optimal.
Good luck.
 

A couple years back I swapped the Yukon built Traction Lock in my '06 F250 for a True Trac.  Wish I did it when the factory Traction Lock failed at 40,000 miles.  No LSD is really up to the task of handling the power that Diesel puts out, so now no clutches, and thus nothing to fail.  Going to try an electric locker in the front with my new engine and front suspension setup.  Pretty much a selectable spool.  I need all the traction I can get, even with 4WD. 
 

RCodePaul wrote:

My '69 has a Ford traction lock and 3.50:1 gears in an N-case.
The '65 has RPM's Ford traction lock and 2.50:1 gears in a standard case in it now but will get 3.00:1 gears in an N-case of mine with a Ford traction lock.
I have a swap meet sourced pumpkin with a Detroit Locker in a standard case with 3.50:1 gears but the DL seems like it will be seriously clunky - I had installed it in the fastback before I determined that the input shaft seal was leaking and then learned that the pinion support bearing was toast.  When it was installed the driveline would freewheel a quarter turn or so, which seemed really wrong. 

Any 9" with a DL should be running a solid pinion spacer.  Well, really ALL 8"/9" should run one.  That stupid crush sleeve will cause more failures than anything else in those rears.  A DL puts even more strain on what's already a compromised design.  The Achilles heel of that design is that the pinion bearings are too close together, necessitating that pocket bearing on the pinion head.  A good shock load will cause the pinion to get cockeyed and break the case at the pocket bearing bore, and then the ring and pinion turn to junk.  This occurs because the crush sleeve oscillates and changes length just enough to allow the pinion bearings to bind, causing the pinion to be momentarily static while the ring gear rotates and forces the pinion downward.  Year ago there was a local legend circle track car builder here in DE who figured this out (really smart German machinist type guy).  He started making his own solid spacers and his rear end trouble completely went away.  Consequently, I've always set up crush sleeve rears with a solid spacer and never had a failure I cold trace back to the pinion bearings. 
 

Yeah I got used to shimming the pinion bearings when I did a lot of work on heavy truck axles. Never went back.