I watched a lot of videos about Automatic and Electronic lockers...but your video was absolutely the most understanding and had the best explanations ! thank you so much !
The G80 is a true locker and engages by a counter weight. when truck pedal is given a little extra gas off the line it causes the weights to open as they turn ( due to torque ) and engages the locking arm. to release it will be opposite so taking your foot off the gas will no longer give the weights any torque or load and weights will unlock the arm. i am owner of a 2007 ZL1 Avalanche with 33x12 off road tires. this is an awesome dif in snow and mud. The downfall to this locker is when you go around a corner and ground is wet and you floor it engaging the locker, that will cause it to try and lock as one wheel is spinning AT HIGH SPEED WHILE OTHER ONE ISNT and it basically will shatter your spyder gear in the unit ( happened to me by accident ) So a lot of guys who like to do burnout and spin it going around the corners blow them up ( hence the name G Bomb rear end ) and blame it on a bad design which it is not. if you are not a kid and try to do burnouts all day then this is a very strong rear that works great..
Thanks for the comments on " snow and mud". I'm looking to give my 2wd a little better traction without relying on the traction control to modulate the brakes.
As a native of SoCal, this was an amazing demonstration. I found you by searching as I am putting a "Locker" in my 1996 GMCK2500, 7.4 Liter (it came with a/I toasted long ago "Posi"). My 2005 Ford Ranger came with a Torsen type and it is fantastic (except in the rain as the Ranger is too light in the rear with the "big" V6 in front and the all-terrain tires that came with my "FX4 Level II" package.
I have had two vehicles with the G80 locker, a Chevy Colorado and a GMC Yukon both installed from the factory. Now that I've had them there is literally no going back. Makes all the difference in the world in the snow or mud.
Perfectly explained & demonstrated! Thanks for taking the time to make a great informative video! #SUBSCRIBED I can't stand all these Millennial spec researchers that even though they have no real world experience feel the need to inform others with what they think they know!
I HAVE THE colorado Z71 4x4 when I select 4LOW THE LOCK AUTOMATIC ACTIVATED WITH OUT SPINNING THE TIRES WHEN I KNOW IT WILL BE GOING TO BE WILD ACTIVATE 4LOW AND AUTOMATIC LOCK THE REAER DIFF WITHOUT SPINNING TIRES SO
Great video. About time this was done. Another pro for E80 is it stays engaged until traction is achieved. A con on the electric locker is it cancels out over 20-25 mph.
Page 219 of the 2017 f250 owners manual. In 4x2 and 4x4 high the e-locker will automatically disengage at speeds above 25 mph and automatically reengage at speeds below 20 mph. in 4x4 low the e-locker will automatically disengage at speeds above 62 mph and automatically reengage at speeds below 56 mph. I have no idea why it's set up to disengage and reengage at faster speeds in 4x4 low???
That has to be a misprint. I'd be surprised if my f250 could even hit 62 in 4wd low as its got the 4.30 gears. LoL. Because its a solid lock you wouldn't want to go around a fast turn with one wheel skipping at a high speed. Maybe the explanation for the higher speed drop out in low gear is you are less likely to be on the road and more likely trying to get through mud where you need wheel speed and still want it locked.
My 2007 F-150 4x4 has the old mechanical trac lok LSD, which is the type I'm used to - we used to just call it "posi". It's perfect, just works....low amount of street chatter, no lights, wires, actuators, etc...only use 4x4 when things are really snowy or muddy. Just bought a cherry first gen Canyon 4x4 with the G80...I'm sure it will be fine as well. In the midwest not a lot of rock crawling so automatic lockers seem a better option.
Greetings from Big Bay. I have a G80 in everything, now looking at a front locker for a truck I am making for rock crauling but not much choice with a front independent suspension.
@@NorthernExplorerOverland 14 equinox awd, 03 express k2500 awd, 97 gmc pickup k1500 fixing up for the rockies, 95 silverado k1500 rusted snow plow, 99suburban k2500 california car no rust , for overlanding. They do not put lockers in the front diff due to alluminum housing. I do have a old solid front end from chevy square body, but no time this year to put it in. I knew where you were when i saw your front yard. thanks Bill
I have a G80 in my Silverado 1500 with Nitto Mud Grapplers, and never had a problem in 60,000 miles, and it had 110,000 when I bought it. Before I go through mud or something sketchy, I do a little brake torque, just till I see that other tire move. Once it engages it stays engaged til ya go 30 or 40 mph. I'm a gearhead and so are some of my buddies, and they talk trash about the G80. Yet 80% of the time I'm pulling them out, and they have electronic and air lockers. So imo, the G80 is great. Just can't find a damn rebuild kit. Wanna freshen up those clutches but I can't find any. I'm about to go to a dealership and pull one out of a new truck! And I WANT a front locker but the housing is apparently too weak to handle it. So, looks like I'm buying a ZR2, and adding some performance mods ofcourse.
The problem with the automatic is in the snow or slick surface while turning into traffic it can be locked and cause the backend to swing out. My f150 with the limited slip would do this in both 2 and 4wd. Fine for someone who knows how to handle that but a main reason I could not let my wife drive the truck. A standard open diff will spin the tire but remain pointed in the right direction in most cases and she had a 2000 era tracker with 4wd with no problems. My '19 f250 was the first electronic locker I have had and I really do prefer the ability to select it as desired. Also my limited slip on the '07 f150 would tend to still chirp a little on hot blacktop days when making a tight turn. The diff was serviced and even replaced by ford but still occasionally did it.
The camper I had was a Four Wheel Camper model Finch. They don't make them anymore but every so often you can find one used. The Finch was only 66 inches wide. The new ones they make are much wider. The Colorado has been retired is is now living the rest of it's life as a winter beater.
@@NorthernExplorerOverland good to here your getting some use out of the Colorado still. mines not quite ready to retire yet. 2009 canyon with only 35k original miles on it! Has the factory 5.3L V8 4:10 gears and G80 locker. Spend most of its life in a car collectors garage. I took it off his hands and plan to make an overlander out of it.
No, just the back. I don't think they are available for the front on account of how much being locked in the front affects steering. A front locker would need to have the ability to be shut off when needed.
I personally prefer the G80 Auto-locker for my daily driven 1997 Z71 with 5" lift & 33's. My Z71 see some rough trails once in a while for hunting, camping & going shooting and the G80 never disappoints me! Everyone on the internet seems to think that they are trash but they're mostly some spec chasing twerps with no hands on experience, who think that every truck needs to be as indestructible as an Abrams Tank. Sure, if you are building a serious rock crawler or something else extreme, then you will want to upgrade but as he showed in his video, the auto-Locker worked just fine on a pretty rough trail that should be as tough a trail as anyone would ever reasonably take a DD 4x4 on. With a stock 4x4 or one that's pretty much stock except for a lift & bigger tires, the G80 does great if you're not a teenager that must floor the throttle every time they are behind the wheel. I just rebuilt my 10-bolt Rear-end with the G80 @ 276,000 miles on the truck and I am considering putting a LUNCHBOX locker in my factory 8.5 front differential along with some stronger axles/CV joints. Most of the online community finds this to be stupid at best and an abomination of sorts. Again, I use this DD truck for construction work & mild offroad recreational use. I don't beat on it like I stole it or it's a rental car. I drive it like an adult and because I drive it responsibly and use it correctly, I have zero issues getting where I want to go. The Spartan Lunchbox Locker is an auto-locker as well but more aggressive and less durable than the G80. Because it's more aggressive, it is more prone to breaking things but only if you romp your truck and drive it like it's a side by side. If you have a non-autotrack truck like mine, then the front drive shaft only engages in 4wd mode. If you decide to do the same thing that I am, you should note that it will limit a few things that you can do safely without it. 1st off, most people do not understand that there's different offroad rigs built for different purposes. For example: A Ford Raptor is a Baja style truck that is meant to traverse rugged terrain rapidly and does an amazing job at it but is completely different from a rock crawler in most every way. If you go my route, it's not for climbing the biggest rocks, nor going offroad really fast but rather to get you where you want to go over rough terrain slowly. I wouldn't use 4HI-4WD much with a front Diff Lunchbox Locker, nor would I use it with the wheel turned too much because CV bind & a front Locker is a recipe for heart break. However if you just want to be able to get places that typically require a well equiped Jeep Wrangler or other form of serious offroad vehicle but aren't trying to win any races doing it or trying to spend a lot of $ doing it and can use it responsibly, then this may just be for you. I only engage my 4wd when there's something rough that I need to get over. I do not recommend doing broadies in 4wd with a front Locker, so if that's something that you must do, then don't put a Locker in your 8.5" front diff. I will also be leary of going over 30MPH in 4HI-4WD but if I can do 30MPH on that terrain, then should not need 4WD because it's my truck, not a rapid assault vehicle, lol. Me personally, I want the best of all worlds as much as possible, without spending a kajillion $$$ & a ton of time modifying my truck. I want it to have: good driving characteristics on the road being that it spends 90% of it's time on the street, good acceleration, hood braking, good cornering, good power, good MPG, good comfort, good utility and I want it to be capable offroad so that it can take me places that most stock trucks have trouble going to. I guess my truck probably fits more in the Overlander category if I had to pick one. Anywho, I will eventually do a video on her once I am done with my frame up restoration (new custom paint, new custom sound/infotainment system, new to me heated leather 60/40 split bench seats out of a 5yrs old or newer High County Chevy truck and all new interior) I will make a video discussing what I've done and why chose to go with what i did. I will do this so that others who are somewhat practical, turn their own wrenches and want something nice that doesn't break the bank will have a bit of a blue print to building an amazing truck that will serve you until the end of time. FYI, I am a Ford guy but even I must admit that from the standpoint of an affordable DD truck that has: just enough tech to have modern comfort & safety (1st trucks with OBD2, ABS, Airbags and Auto-Trac if you want it), feels great on the road, is strong enough to get things done, is reliable, is super easy to work on, had super affordable parts and a big aftermarket of parts options, the 1996-1998 K1500 & K2500 Chevys/GMCs absolutely cannot be beat! If you plan to do more offloading and don't mind losing a couple MPG, get the K2500. If you don't need to run it as hard offroad and MPG is important to you, get the K1500. If I was planning on building a truck that would spend 50% of it's time offroad and I want more rock climbing capabilities, then my choice would be a 1992-1996 Ford F150. They are the last years of the front solid axle 1/2 ton pickups and they're pretty stout. I knew that my truck would spend more time on road than offroad and the IFS on the chevy makes it so much nicer on the street. The 1988 Chevy forever changed the personal truck game from just straight up utility, to something comfortable to drive that the Misses didn't complain about riding in. As some would say, it's the original Bro-Dozer. Even though I have to admit that they were the best looking truck to date at the time when they were the current body style, I use to bash them because they weren't as durable and absolutely not as capable at truck stuff (payload, hauling, offroading, etc) but I also didn't realize how much better they felt on the road, nor did I consider that on road activities is where most 1/2 ton trucks spend the majority of their time. If anyone has any questions about my build, hit me up. I don't mind saving others time from researching what I have already spent years researching and working with. GOD BLESS AMERICA!!!
Sorry but I have to counter one G80 con. You were concerned about tire and road surface wear from a spinning tire, which is required to activate the locker. Got it. I have a Z71 Suburban with the G80. But consider this, in ANY situation where the tire spins at all, where the locking diff would help, it would spin MORE with an open diff than with a locker. The only way this would. not be the case would be if the driver was in such extra special touch with their vehicle that they could detect wheelspin before the diff did, and stop it, without repeating it at all. Good luck with that. Any driver who can feel the spin before the locker engages in definitely in touch with their vehicle, but most people couldn’t tell until the wheel was spinning much more than the G80 would allow. So in one extremely rare case one extremely rare driver could prevent more tire wear in an extreme example of a nonissue, where the difference in tire wear would be so slight, that the concern would fall into the ends not justifying the means category. Now when you are in a wheelspin situation most of the time, unless it was intentional, you still have to overcome the traction loss which induced wheelspin in the first place, and if you had a better solution handy, I’m sure you’d use it, maybe put it in 4 wheel mode. But 90% of people would simply apply more throttle hoping to get out of that slick spot, thereby causing more tire wear than a G80 diff would allow, so remember, any wheelspin which would be required of a G80 to lock, would be exceeded greatly by a non locker anyway, unless the driver decided to stop, call for a tow, maybe a friend,or a pro, to tow them out of that driveway ArmorAll spill, lest they incur $12 in tire damage. Heaven forbid. Now if you had a selectable locker, and were concerned that your F150 couldn’t get out of that tire shine spill, then you would select lock, and in a manly way, with no drama at all, claw you way up that 1% grade past your mailbox. You know, off road. No tire wear, no driveway annihilated, because every time I do a burnout in my driveway I have to get it repaved. No spinning one wheel 120 RPMs faster than the other. I calculated by what I had read, which was 100 rpm difference, and with average SUV tires, it would take an 8mph difference. So sitting still, assuming the speedo follows rear wheel max speed, it would need to show 8mph while sitting still to engage. Wow. How does it all stay together? I mean, geez, I’ve always said that people who make tires squeal and leave loose gravel on the road surface should be told firmly to take it easy and things will last longer. I mean, things would last longer. Boring. Boring. Boring. Those people don’t even need to know what a differential is. The G80 rocks, but two of your cons have been debunked. At least 95% of the time more tire spin will occur with an open diff than a G80. Maybe even 98% of the time. The situation where the G80 is needed in the first place, if swapped with an open diff, will ALWAYS spin more, unless you do what I mentioned earlier and those scenarios were purposely ridiculous. Ok I’m lying. If my wheel loses traction for more than a few revolutions, I shut it down and call for a tow truck, cause I’d rather spend $150 on a tow than lose 5% of the life of my $150 tire, cause everyone knows that $7.50 is more expensive than $150. What other conceivable scenario could you provide where an open diff even COULD produce less spin, apples to apples? For it to spin at all means a traction issue. Well, you’ve got to get out of that spot right? You could holler at the teller at the bank you just drive through to help push you out, that’s less spin. You could call the police to come negotiate with the icy spot at the stop light, maybe talk the ice out of such a bad decision. So there’s two. Ok, maybe your at a dog show, Westminster Best of Show. You could run into the arena, interrupt the giant poodle class, declare a state of SUV stuckness, and ask if there’s a dog sled handler in the house. Get a team of Springer Spaniels all harnessed up, and MUSH! Those floppy eared little mules (no mules here-these dogs have papers-pure breed) tongues a floppin, tails a waggin, dig in and redefine teamwork and the winning spirit as they heroically pull their trusty sled, handler, and your truck out of that evil ice cream vat spill at the bottom of the parking garage ramp in the basement, where you were parked, saving the day and all mankind. So there’s three. Or, you are the head of your state DOT, and you take road care VERY seriously, and the idea of dislodging 486 pebbles of road surface is what keeps him up at night, give him chills even. So in the case of a traction loss, he just leaves the key in the ignition and walks away. That’s four. Four ways to prevent more tire spin with an open diff when you are stuck, or not even stuck, just traction compromised. And here’s some food for thought. While it is indeed true that you can chew up some pavement with tire spin, but the amount of damage is commensurate with the coefficient of friction between your tire surface and the road surface. When there is enough grip to start chewing up the pavement, there is either enough grip to move, or there is another force restraining forward(or backward) motion. To create enough friction to chew up pavement also would require enough rotational speed to make enough heat to damage the surface, at least equal to the wheel speed needed to engage the G80. So what’s the on,y real con to the G80? That it can’t be preemptively locked before any wheelspin at all, and for off roading, that very trait might preclude escaping the situation at all. Those would be very rare, but if you had the choice, it might make the differential difference. Say your traversing a grade with lots of lateral angle to the vehicle. Any slip at all will change the trajectory of the vehicle, rear end first, which may be undesirable, such as when a hazard is directly below you, and any side slip would result in vehicle damage, or much worse, slipping off a 1000’ cliff into a nice soft pit of crocodiles. In that situation the G80 would really, really suck. That’s why I have an air locker. No more croc pits for me. I’ve had it with those damned G80s sending me and my Suburban sliding right off the felt by the windmill obstacle and into the pond by the pirate ship obstacle where hungry hungry crocs await my demise. I’ve lost three orange putters doing that and now I’m banned for the season from Frankie’s Fun Park. And their go-karts have 6 horsepower! 6 you jerks! See what your G80 has done? No go-karts, no pit of crocs, no rock wall, no paint ball, and when my air locking diff gets installed, the Burban will never again slide into the pond when I floor it around the slick track while dodging kids in their lowly 3 horsepower go-karts. Never again. Never. I can leave it open, and then engage full lock when I need to cross Mrs. Titwillow’s Garden of Death, strewn with deadly petunias, gruesome snapdragons, and at least 30’ of fresh black manure rich topsoil. That G80 caused bed damaging wheel spin. My air locker? It’s like an angel, tiptoeing that 6000lb truck right by the hydrangeas while leaving minimal rooster tails across the henhouse. Chevy, damn you for lack of foresight. Assholes. That’s the only drawback to the G80. Unwanted slippage. Cause you’re not Indiana Jones. That ravine doesn’t need to be a source of fear. The G80 will set you free, tire spin be damned.
With the electronic locker on the F250 Super Duty....What happens if the driver locks the differential when off road or in snow, then forgets about that when they get on dry asphalt, then turns the truck? A warning light or buzzer? Broken parts? Or the binding is so much it's noticeable before parts break?
The way I use my electronic locker is such that it's only on when I am going through, over or up obstacles. It's not very likely that I would forget it on. However, if I did forget it on I think the binding on the pavement would remind me right away. I think they are robust enough to handle some forgetfulness.
The G80 is a true locker and engages by a counter weight. when truck pedal is given a little extra gas off the line it causes the weights to open as they turn ( due to torque ) and engages the locking arm. to release it will be opposite so taking your foot off the gas will no longer give the weights any torque or load and weights will unlock the arm.
I had a 2014 F150 with the Elocker and I Found it useless in the snow, once you lost traction, it got badly sideways. Also found fully locked on tight trails impossible to turn.
The best I can describe it, it will disengage when there is no longer "pressure" on the differential. For example, when the truck is rolling and you are not giving it gas. Also, if you back up when it has engaged going forward (or vise versa) it will for sure disengage.
If you are talking about a type of traction control that limits wheel spin, I would choose an electric locker. Most vehicles with E lockers usually have some sort of proprietary traction control depending on the brand vehicle. I'm not sure what Ram has.
I personally wouldn't put an automatic locker on the front. If you have an automatic rear locker I would just have open or limited slip on the front. If you have a selectable locker on the back I would consider putting a selectable locker on the front.
A locker does not evenly distribute torque as you stated. en.m.wikipedia.org/wiki/Locking_differential "An open (or unlocked) differential always provides the same torque (rotational force) to each of the two wheels, on that axle. So although the wheels can rotate at different speeds, they apply the same rotational force, even if one is entirely stationary, and the other spinning. (Equal torque, unequal rotational speed). By contrast, a locked differential forces both left and right wheels on the same axle to rotate at the same speed under nearly all circumstances, without regard to tractional differences seen at either wheel. Therefore, each wheel can apply as much rotational force as the traction under it will allow, and the torques on each side-shaft will be unequal. (Unequal torque, equal rotational speeds)."
I just read that the E locker disables itself over 20mph. I was in the market for a 4x2 f150 with a 3.15 rear end for mpg. I live in KY so i want a locker. Would you say its useless and i should just get a 3.31 4x4? It would never go in 4x4 or locker until snow,
The red Chevy Colorado that you see in this video was my first 4x4. I will never go back to a 2 wheel drive pickup. My dad had a 4x2 Colorado with a rear locker. It had it's place but 4x4 even without a locker was better. In my opinion if you are going 20+ mph you really don't need the locker to be on. Thanks for watching!
Northern Explorer Overland well I currently own an 18 tacoma trd sport 4x4 with no locker and ive never even used 4wd. Which is why im leaning towards mpgs with a 4x2 and a locker.
Negative. Those are terrible gor off road. They overheat and clutch pacls fail. On normal daily driving they are good. Not as good for offroading as a locked transfer case and locked axles
@@EGGINFOOLS The percentage of AWD vehicles used for serious off-road work probably isn’t even 1% and I would not be surprised if not even 0.1% of the vehicles sold. I look at what’s best for the 99%, not the 1%.
The g80 is off (not locked) 99% of the time. The only time it is on (locked) is when it senses wheel spin. There is no way to turn it off so it doesn't lock up when wheel spin is detected. hope that helps.
@@s_ak999 You don't need any modifications he work with TC and without TC but he work best when you set it in off the Stabilitrack and the Traction control
@@s_ak999 The g80 doesn't care what settings you use for TC. Absolutely doesnt care. If one wheel spins 120rpm more than the other it engages. Period. That simple.
Driving with the G80 "on" isn't what causes road surface wear. The road surface wear comes from the tire spin required in order to get the G80 to engage.
Ok so it gets weird from here. I wrote that ridiculous but funny long form comment before seeing the last 40 seconds of video. I had zero knowledge of any remote chance of a dog sled team showing up at the end. My story had fully random examples of where a tow might be needed, and I included commandeering a team of Spaniels from the Best of Show event where my truck was stuck below a threatening pool of evil ice cream preventing my vehicle from safely exiting the basement floor if the parking garage at the hotel where the National Kennel Club was having a major event. Calling the judge Pat Chris Jamie didn’t help either. Well, his/her pants suit left too many questions. There was a purse, but also an Adam’s Apple. Imagination is cool, huh. I had to use extreme imagination to come up with scenarios where the G80 would be bad. Cause ANY wheelspin is bad. Anyway, I honestly had zero idea about the team of dogs that would show up within seconds of unpausing the video. Very, very weird. No bullshit. I wasn’t even subconsciously thinking about snow. Just something ridiculous. What can pull? A team of dogs. Where would be the most ridiculous place to get a group of dogs to assist in pulling a truck out of a quagmire of spilled ice cream on concrete with a 2% grade ahead of you and concrete all around. Oh, the humanity! Why, the biggest dog show in the land of course! And why was I there (in my imagination no less) at that hotel in the first place? My arch nemesis in the ice cream trade was having a fling there, and when I tried to catch him with his scandalous paramour, he panicked, jabbed the throttle of his Jeep CJ, and 20 gallons of rocky road and Orange sherbet spilled onto the parking garage floor, leaving him with no more samples on his three state run, and three stitches on his penis from, well, I dare not say, lest I sound dramatic and fake, but let’s just say, i went down to the basement, but she was already downtown. You know what I mean I’m sure. Cause we’re all adults here and this is serious. Think of the dogs, smeared with exotic flavors of ice cream form the far reaches of Iowa, the putt-putt course, with oil slicks on its pond from my transfer case leak. And then there were the retired women’s equestrian league. The stuff of nightmares. I can’t really speak of it, but there were some graphic images of buggery, soiled silk slips, muddy bonnets on the heads of the lot, or was it not mud?! Chunks of sod strewn across the hoods of several German sedans. And the sorrowful look of pity and anger when my truck got stuck in the water crossing as the G80 allowed to much side slip and sent me through the hurdles sideways and backwards into the boxwood hedges and St. Augustine turf. I was ahead of those bitches and their stupid thoroughbreds too! Damned G80 cons. Shoulda known. Let me tell you about the church picnic last summer. Well, the Girls Choir had just returned from. Winning the national championship, and I was in charge of a celebration party for them on the back lawn of the fellowship hall. The rest, as they say, is history, but I’ll just tease you- there were a few less virgins, a new oval dirt track, spiked punch puke in the sanctuary lobby, and some golden voices ruined with screaming for more mushroom punch and sideways action on the back lawn. What kind of sideways action you ask? Yes, that kind of sideways action, you dirty minded oaf. It took me a week to get all the mud off the stained glass from huge rooster tails, while sideways, and sideways. The girls choir grew up that day. They learned how to do the Scandinavian flick, fuck, and trip balls all at once. Yes, all at once. The stuff of dreams I tell ya.
Me too! I have had it on several trucks so far. They were all still working great well after 200k miles. Even surviving me being dumb... doing donuts on dry pavement in a parking lot. They are simple... and ready to go at all times.
I had 252,000 miles on my zr2 with a g 80, I off roaded all of the time, kept the fluid changed and never had a problem with it. I didn't like that sometimes the lock would be delayed because of tire spin. If I were into rock crawling, I would prefer the E locker.. I would like which ever is the most durable.
Ive had 4 different GM vehicles with G80 lockers over 20+ years and never had one break. I've never known anyone to ever claim or complain about a broken G80 either.
@@canyonero2050 They have a bad reputation for detonating your rear end. However, that's usually limited to high HP modified rock crawlers with heavy tires and not the norm. It's actually called a gov-lock, G80 is just the RPO code and refers to an enhanced traction axle option that can encompass a number of different axles over different models. What can happen is the mechanism gets gummed up from people not keeping their diffs clean, the weights can stick and cause it to lock up at higher RPM than designed. Usually destroying the spider gears and/or carrier. It's not really something you have to worry about unless you're filling your axles up with water and mud, or redlining 44's up a rock face.
When I test drive a new truck, I pull over and put one wheel in the grass and power brake it. If it don't bark the tire on the pavement I don't buy it.
One more con on the GM locker, It will follow the contour of the pavement and in some cases you may not want it to, with the GM locker you have no choice so hang on.
I wouldn't even classify the G80 as a locker, it doesn't actually lock, it just engages a set of clutch packs that can still slip, and they will wear out eventually. True lockers don't use clutches, they lock mechanically and don't slip unless something breaks.
I would think that you would have to do some serious 4 wheel driving before anything would wear out. I know some folks with the G80 system that are 15 years old or older and their G80's are still working great.
I have a GMC van with over 250,000 miles and a F150 with 150,000 miles. Both have limited slip diff. I have never had a problem with either diff. The van locker is noticeable on wet roads when going up hills while turning right, on dirt roads if you give it a lot of gas, both tires leave skid marks. The F150, I take it in sand (desert) through a sand roads and up a small 14 ft. hill with a small popup camper while pulling a 14 ft trailer with a quad. No four wheel drive, just aired down to about 30 psi and the locker. I would never make it with one wheel drive Yes lockers are great!
Eaton E-Lock or Auburn Select a Lock open-Lock. 👍🏻👍🏻 If you want air then go TJM over ARB! Best automatic Locker is the Detroit Locker and the best lunchbox locker is the No-Slip by Powertrax. And the Detroit TrueTrac is a awesome option for more of a street-able posi diff.
I watched a lot of videos about Automatic and Electronic lockers...but your video was absolutely the most understanding and had the best explanations ! thank you so much !
Thank you for the nice comment!
The G80 is a true locker and engages by a counter weight. when truck pedal is given a little extra gas off the line it causes the weights to open as they turn ( due to torque ) and engages the locking arm. to release it will be opposite so taking your foot off the gas will no longer give the weights any torque or load and weights will unlock the arm. i am owner of a 2007 ZL1 Avalanche with 33x12 off road tires. this is an awesome dif in snow and mud. The downfall to this locker is when you go around a corner and ground is wet and you floor it engaging the locker, that will cause it to try and lock as one wheel is spinning AT HIGH SPEED WHILE OTHER ONE ISNT and it basically will shatter your spyder gear in the unit ( happened to me by accident ) So a lot of guys who like to do burnout and spin it going around the corners blow them up ( hence the name G Bomb rear end ) and blame it on a bad design which it is not. if you are not a kid and try to do burnouts all day then this is a very strong rear that works great..
I had Detroit Lockers front & Rear on my old Jeep. That thing was a beast
Thanks for the comments on " snow and mud". I'm looking to give my 2wd a little better traction without relying on the traction control to modulate the brakes.
As a native of SoCal, this was an amazing demonstration. I found you by searching as I am putting a "Locker" in my 1996 GMCK2500, 7.4 Liter (it came with a/I toasted long ago "Posi"). My 2005 Ford Ranger came with a Torsen type and it is fantastic (except in the rain as the Ranger is too light in the rear with the "big" V6 in front and the all-terrain tires that came with my "FX4 Level II" package.
Thank you and good luck with the installation.
I have had two vehicles with the G80 locker, a Chevy Colorado and a GMC Yukon both installed from the factory. Now that I've had them there is literally no going back. Makes all the difference in the world in the snow or mud.
100% agree.
Perfectly explained & demonstrated! Thanks for taking the time to make a great informative video!
#SUBSCRIBED
I can't stand all these Millennial spec researchers that even though they have no real world experience feel the need to inform others with what they think they know!
I HAVE THE colorado Z71 4x4 when I select 4LOW THE LOCK AUTOMATIC ACTIVATED WITH OUT SPINNING THE TIRES WHEN I KNOW IT WILL BE GOING TO BE WILD ACTIVATE 4LOW AND AUTOMATIC LOCK THE REAER DIFF WITHOUT SPINNING TIRES SO
Great video. About time this was done. Another pro for E80 is it stays engaged until traction is achieved. A con on the electric locker is it cancels out over 20-25 mph.
I know the G 80 will not lock after around 30 MPH. You are saying the E locker comes unlocked after 30 to 40 MPH???
Page 219 of the 2017 f250 owners manual. In 4x2 and 4x4 high the e-locker will automatically disengage at speeds above 25 mph and automatically reengage at speeds below 20 mph. in 4x4 low the e-locker will automatically disengage at speeds above 62 mph and automatically reengage at speeds below 56 mph. I have no idea why it's set up to disengage and reengage at faster speeds in 4x4 low???
That has to be a misprint. I'd be surprised if my f250 could even hit 62 in 4wd low as its got the 4.30 gears. LoL. Because its a solid lock you wouldn't want to go around a fast turn with one wheel skipping at a high speed. Maybe the explanation for the higher speed drop out in low gear is you are less likely to be on the road and more likely trying to get through mud where you need wheel speed and still want it locked.
@@spyder000069 - Late to the party but I would think you are correct. Looking at wheel speed/spin in/on mud/snow.
BEST explanation about rear lockers.
I just bought a 2016 super duty with locker can't wait to try it out .Great Video!
Great explanation and personal experience and suggestion. I use my AutoTrac feature during most all of winter here in Alberta and gravel roads. 👍🏼
The guy that drives by at the end didn't have any locker and he seemed to be doing just fine.
28-paw drive wins every time
My 2007 F-150 4x4 has the old mechanical trac lok LSD, which is the type I'm used to - we used to just call it "posi". It's perfect, just works....low amount of street chatter, no lights, wires, actuators, etc...only use 4x4 when things are really snowy or muddy. Just bought a cherry first gen Canyon 4x4 with the G80...I'm sure it will be fine as well. In the midwest not a lot of rock crawling so automatic lockers seem a better option.
Great explanation.
Don't ever buy a truck with out at least a rear lockers that's my opinion great video btw
I agree. My Colorado didn't come with one and I paid a lot to have one installed.
Greetings from Big Bay. I have a G80 in everything, now looking at a front locker for a truck I am making for rock crauling but not much choice with a front independent suspension.
Ha... Good to hear from another Yooper. What kind of truck do you have? A Chevy or GMC I imagine.
@@NorthernExplorerOverland 14 equinox awd, 03 express k2500 awd, 97 gmc pickup k1500 fixing up for the rockies, 95 silverado k1500 rusted snow plow, 99suburban k2500 california car no rust , for overlanding. They do not put lockers in the front diff due to alluminum housing. I do have a old solid front end from chevy square body, but no time this year to put it in. I knew where you were when i saw your front yard. thanks Bill
I have a G80 in my Silverado 1500 with Nitto Mud Grapplers, and never had a problem in 60,000 miles, and it had 110,000 when I bought it. Before I go through mud or something sketchy, I do a little brake torque, just till I see that other tire move. Once it engages it stays engaged til ya go 30 or 40 mph. I'm a gearhead and so are some of my buddies, and they talk trash about the G80. Yet 80% of the time I'm pulling them out, and they have electronic and air lockers. So imo, the G80 is great. Just can't find a damn rebuild kit. Wanna freshen up those clutches but I can't find any. I'm about to go to a dealership and pull one out of a new truck! And I WANT a front locker but the housing is apparently too weak to handle it. So, looks like I'm buying a ZR2, and adding some performance mods ofcourse.
yep, I have 182,000 miles on my Colorado right now and no problems with the G80.
I like the Eaton G80 locker a lot, I just wish I could get one for my ram. They only make them for Chevys though.
They have them in the "offroad" 1500 ram elocker that is. An the ram powerwagon (2500) comes with front and rear locker with a winch.
@@hilljackzack7284 no
GM puts the g80 locking rear differential on their express and savana vans too.
The problem with the automatic is in the snow or slick surface while turning into traffic it can be locked and cause the backend to swing out. My f150 with the limited slip would do this in both 2 and 4wd. Fine for someone who knows how to handle that but a main reason I could not let my wife drive the truck. A standard open diff will spin the tire but remain pointed in the right direction in most cases and she had a 2000 era tracker with 4wd with no problems. My '19 f250 was the first electronic locker I have had and I really do prefer the ability to select it as desired. Also my limited slip on the '07 f150 would tend to still chirp a little on hot blacktop days when making a tight turn. The diff was serviced and even replaced by ford but still occasionally did it.
Well done! Loved the dog musher😎
That was the U.P. 200 dog sled race.
Would love to know what pop up sleeper camper you have on the back of that colorado. Also would love to see more videos of the Colorado.
The camper I had was a Four Wheel Camper model Finch. They don't make them anymore but every so often you can find one used. The Finch was only 66 inches wide. The new ones they make are much wider. The Colorado has been retired is is now living the rest of it's life as a winter beater.
@@NorthernExplorerOverland good to here your getting some use out of the Colorado still. mines not quite ready to retire yet. 2009 canyon with only 35k original miles on it! Has the factory 5.3L V8 4:10 gears and G80 locker. Spend most of its life in a car collectors garage. I took it off his hands and plan to make an overlander out of it.
Do you have a g80 locker in the front differential of your chevy as well?
No, just the back. I don't think they are available for the front on account of how much being locked in the front affects steering. A front locker would need to have the ability to be shut off when needed.
Yeah makes sense..looks like your truck did real good going up that hill 👍
They have them on the newer Colorado now ( electronic ) shiiiiiit
You can get front lockers for some vehicles / models. Jeep, tacoma and the new colorado/canyons have options for it.
I personally prefer the G80 Auto-locker for my daily driven 1997 Z71 with 5" lift & 33's. My Z71 see some rough trails once in a while for hunting, camping & going shooting and the G80 never disappoints me!
Everyone on the internet seems to think that they are trash but they're mostly some spec chasing twerps with no hands on experience, who think that every truck needs to be as indestructible as an Abrams Tank.
Sure, if you are building a serious rock crawler or something else extreme, then you will want to upgrade but as he showed in his video, the auto-Locker worked just fine on a pretty rough trail that should be as tough a trail as anyone would ever reasonably take a DD 4x4 on.
With a stock 4x4 or one that's pretty much stock except for a lift & bigger tires, the G80 does great if you're not a teenager that must floor the throttle every time they are behind the wheel.
I just rebuilt my 10-bolt Rear-end with the G80 @ 276,000 miles on the truck and I am considering putting a LUNCHBOX locker in my factory 8.5 front differential along with some stronger axles/CV joints.
Most of the online community finds this to be stupid at best and an abomination of sorts. Again, I use this DD truck for construction work & mild offroad recreational use. I don't beat on it like I stole it or it's a rental car. I drive it like an adult and because I drive it responsibly and use it correctly, I have zero issues getting where I want to go.
The Spartan Lunchbox Locker is an auto-locker as well but more aggressive and less durable than the G80. Because it's more aggressive, it is more prone to breaking things but only if you romp your truck and drive it like it's a side by side. If you have a non-autotrack truck like mine, then the front drive shaft only engages in 4wd mode. If you decide to do the same thing that I am, you should note that it will limit a few things that you can do safely without it.
1st off, most people do not understand that there's different offroad rigs built for different purposes. For example: A Ford Raptor is a Baja style truck that is meant to traverse rugged terrain rapidly and does an amazing job at it but is completely different from a rock crawler in most every way.
If you go my route, it's not for climbing the biggest rocks, nor going offroad really fast but rather to get you where you want to go over rough terrain slowly. I wouldn't use 4HI-4WD much with a front Diff Lunchbox Locker, nor would I use it with the wheel turned too much because CV bind & a front Locker is a recipe for heart break. However if you just want to be able to get places that typically require a well equiped Jeep Wrangler or other form of serious offroad vehicle but aren't trying to win any races doing it or trying to spend a lot of $ doing it and can use it responsibly, then this may just be for you. I only engage my 4wd when there's something rough that I need to get over. I do not recommend doing broadies in 4wd with a front Locker, so if that's something that you must do, then don't put a Locker in your 8.5" front diff. I will also be leary of going over 30MPH in 4HI-4WD but if I can do 30MPH on that terrain, then should not need 4WD because it's my truck, not a rapid assault vehicle, lol.
Me personally, I want the best of all worlds as much as possible, without spending a kajillion $$$ & a ton of time modifying my truck.
I want it to have:
good driving characteristics on the road being that it spends 90% of it's time on the street, good acceleration, hood braking, good cornering, good power, good MPG, good comfort, good utility and I want it to be capable offroad so that it can take me places that most stock trucks have trouble going to.
I guess my truck probably fits more in the Overlander category if I had to pick one.
Anywho, I will eventually do a video on her once I am done with my frame up restoration (new custom paint, new custom sound/infotainment system, new to me heated leather 60/40 split bench seats out of a 5yrs old or newer High County Chevy truck and all new interior) I will make a video discussing what I've done and why chose to go with what i did. I will do this so that others who are somewhat practical, turn their own wrenches and want something nice that doesn't break the bank will have a bit of a blue print to building an amazing truck that will serve you until the end of time.
FYI, I am a Ford guy but even I must admit that from the standpoint of an affordable DD truck that has: just enough tech to have modern comfort & safety (1st trucks with OBD2, ABS, Airbags and Auto-Trac if you want it), feels great on the road, is strong enough to get things done, is reliable, is super easy to work on, had super affordable parts and a big aftermarket of parts options, the 1996-1998 K1500 & K2500 Chevys/GMCs absolutely cannot be beat! If you plan to do more offloading and don't mind losing a couple MPG, get the K2500. If you don't need to run it as hard offroad and MPG is important to you, get the K1500.
If I was planning on building a truck that would spend 50% of it's time offroad and I want more rock climbing capabilities, then my choice would be a 1992-1996 Ford F150. They are the last years of the front solid axle 1/2 ton pickups and they're pretty stout.
I knew that my truck would spend more time on road than offroad and the IFS on the chevy makes it so much nicer on the street. The 1988 Chevy forever changed the personal truck game from just straight up utility, to something comfortable to drive that the Misses didn't complain about riding in. As some would say, it's the original Bro-Dozer. Even though I have to admit that they were the best looking truck to date at the time when they were the current body style, I use to bash them because they weren't as durable and absolutely not as capable at truck stuff (payload, hauling, offroading, etc) but I also didn't realize how much better they felt on the road, nor did I consider that on road activities is where most 1/2 ton trucks spend the majority of their time.
If anyone has any questions about my build, hit me up. I don't mind saving others time from researching what I have already spent years researching and working with.
GOD BLESS AMERICA!!!
Thanks for the informative video. The ending with the sled dogs was really cool!
I miss the good ole clutch pack limited slip posi trac.
Sorry but I have to counter one G80 con. You were concerned about tire and road surface wear from a spinning tire, which is required to activate the locker. Got it. I have a Z71 Suburban with the G80. But consider this, in ANY situation where the tire spins at all, where the locking diff would help, it would spin MORE with an open diff than with a locker. The only way this would. not be the case would be if the driver was in such extra special touch with their vehicle that they could detect wheelspin before the diff did, and stop it, without repeating it at all. Good luck with that. Any driver who can feel the spin before the locker engages in definitely in touch with their vehicle, but most people couldn’t tell until the wheel was spinning much more than the G80 would allow. So in one extremely rare case one extremely rare driver could prevent more tire wear in an extreme example of a nonissue, where the difference in tire wear would be so slight, that the concern would fall into the ends not justifying the means category. Now when you are in a wheelspin situation most of the time, unless it was intentional, you still have to overcome the traction loss which induced wheelspin in the first place, and if you had a better solution handy, I’m sure you’d use it, maybe put it in 4 wheel mode. But 90% of people would simply apply more throttle hoping to get out of that slick spot, thereby causing more tire wear than a G80 diff would allow, so remember, any wheelspin which would be required of a G80 to lock, would be exceeded greatly by a non locker anyway, unless the driver decided to stop, call for a tow, maybe a friend,or a pro, to tow them out of that driveway ArmorAll spill, lest they incur $12 in tire damage. Heaven forbid. Now if you had a selectable locker, and were concerned that your F150 couldn’t get out of that tire shine spill, then you would select lock, and in a manly way, with no drama at all, claw you way up that 1% grade past your mailbox. You know, off road. No tire wear, no driveway annihilated, because every time I do a burnout in my driveway I have to get it repaved. No spinning one wheel 120 RPMs faster than the other. I calculated by what I had read, which was 100 rpm difference, and with average SUV tires, it would take an 8mph difference. So sitting still, assuming the speedo follows rear wheel max speed, it would need to show 8mph while sitting still to engage. Wow. How does it all stay together? I mean, geez, I’ve always said that people who make tires squeal and leave loose gravel on the road surface should be told firmly to take it easy and things will last longer. I mean, things would last longer. Boring. Boring. Boring. Those people don’t even need to know what a differential is. The G80 rocks, but two of your cons have been debunked. At least 95% of the time more tire spin will occur with an open diff than a G80. Maybe even 98% of the time. The situation where the G80 is needed in the first place, if swapped with an open diff, will ALWAYS spin more, unless you do what I mentioned earlier and those scenarios were purposely ridiculous. Ok I’m lying. If my wheel loses traction for more than a few revolutions, I shut it down and call for a tow truck, cause I’d rather spend $150 on a tow than lose 5% of the life of my $150 tire, cause everyone knows that $7.50 is more expensive than $150. What other conceivable scenario could you provide where an open diff even COULD produce less spin, apples to apples? For it to spin at all means a traction issue. Well, you’ve got to get out of that spot right? You could holler at the teller at the bank you just drive through to help push you out, that’s less spin. You could call the police to come negotiate with the icy spot at the stop light, maybe talk the ice out of such a bad decision. So there’s two. Ok, maybe your at a dog show, Westminster Best of Show. You could run into the arena, interrupt the giant poodle class, declare a state of SUV stuckness, and ask if there’s a dog sled handler in the house. Get a team of Springer Spaniels all harnessed up, and MUSH! Those floppy eared little mules (no mules here-these dogs have papers-pure breed) tongues a floppin, tails a waggin, dig in and redefine teamwork and the winning spirit as they heroically pull their trusty sled, handler, and your truck out of that evil ice cream vat spill at the bottom of the parking garage ramp in the basement, where you were parked, saving the day and all mankind. So there’s three. Or, you are the head of your state DOT, and you take road care VERY seriously, and the idea of dislodging 486 pebbles of road surface is what keeps him up at night, give him chills even. So in the case of a traction loss, he just leaves the key in the ignition and walks away. That’s four. Four ways to prevent more tire spin with an open diff when you are stuck, or not even stuck, just traction compromised. And here’s some food for thought. While it is indeed true that you can chew up some pavement with tire spin, but the amount of damage is commensurate with the coefficient of friction between your tire surface and the road surface. When there is enough grip to start chewing up the pavement, there is either enough grip to move, or there is another force restraining forward(or backward) motion. To create enough friction to chew up pavement also would require enough rotational speed to make enough heat to damage the surface, at least equal to the wheel speed needed to engage the G80. So what’s the on,y real con to the G80? That it can’t be preemptively locked before any wheelspin at all, and for off roading, that very trait might preclude escaping the situation at all. Those would be very rare, but if you had the choice, it might make the differential difference. Say your traversing a grade with lots of lateral angle to the vehicle. Any slip at all will change the trajectory of the vehicle, rear end first, which may be undesirable, such as when a hazard is directly below you, and any side slip would result in vehicle damage, or much worse, slipping off a 1000’ cliff into a nice soft pit of crocodiles. In that situation the G80 would really, really suck. That’s why I have an air locker. No more croc pits for me. I’ve had it with those damned G80s sending me and my Suburban sliding right off the felt by the windmill obstacle and into the pond by the pirate ship obstacle where hungry hungry crocs await my demise. I’ve lost three orange putters doing that and now I’m banned for the season from Frankie’s Fun Park. And their go-karts have 6 horsepower! 6 you jerks! See what your G80 has done? No go-karts, no pit of crocs, no rock wall, no paint ball, and when my air locking diff gets installed, the Burban will never again slide into the pond when I floor it around the slick track while dodging kids in their lowly 3 horsepower go-karts. Never again. Never. I can leave it open, and then engage full lock when I need to cross Mrs. Titwillow’s Garden of Death, strewn with deadly petunias, gruesome snapdragons, and at least 30’ of fresh black manure rich topsoil. That G80 caused bed damaging wheel spin. My air locker? It’s like an angel, tiptoeing that 6000lb truck right by the hydrangeas while leaving minimal rooster tails across the henhouse. Chevy, damn you for lack of foresight. Assholes. That’s the only drawback to the G80. Unwanted slippage. Cause you’re not Indiana Jones. That ravine doesn’t need to be a source of fear. The G80 will set you free, tire spin be damned.
Man, that Eaton G80 locker has been installed in Chevy trucks since 1982, it's a gift from God!
Makes sense
Thx for the video, really cool info!! I was really in doubt about this matter.
With the electronic locker on the F250 Super Duty....What happens if the driver locks the differential when off road or in snow, then forgets about that when they get on dry asphalt, then turns the truck? A warning light or buzzer? Broken parts? Or the binding is so much it's noticeable before parts break?
The way I use my electronic locker is such that it's only on when I am going through, over or up obstacles. It's not very likely that I would forget it on. However, if I did forget it on I think the binding on the pavement would remind me right away. I think they are robust enough to handle some forgetfulness.
Always respect a man with a Swix touque ;)
I mean I'm not rly a Chevy guy but I haven't rly found anywhere where I've gotten my Colorado stuck just bc of that g80
Gotta G80 on my Yukon and it works like a charm!.
I like selectable. Gives me control.
So is it an actual automatic locker or a limited slip ? Does it send equal power to both wheels?
The G80 is a true locker and engages by a counter weight. when truck pedal is given a little extra gas off the line it causes the weights to open as they turn ( due to torque ) and engages the locking arm. to release it will be opposite so taking your foot off the gas will no longer give the weights any torque or load and weights will unlock the arm.
Hey, what's the name brand of that camper top?
The topper on my Colorado is a Leer.
My locker won’t work without WiFi
what are you talking about? What are you referring to?
My locker smells like balls.
Nice troll.
New 4Runner? LOL
How much lift do you have on the Colorado?
2 inch
I had a 2014 F150 with the Elocker and I Found it useless in the snow, once you lost traction, it got badly sideways. Also found fully locked on tight trails impossible to turn.
How long does the automatic locker stay engaged?
The best I can describe it, it will disengage when there is no longer "pressure" on the differential. For example, when the truck is rolling and you are not giving it gas. Also, if you back up when it has engaged going forward (or vise versa) it will for sure disengage.
The g80 is 20mph or once equal balance is achieved between wheels
My manual book said when you drive away from the offroad site，slightly turn my steer about 10 degrees will unlock it.
To bad the E locker sucks on dry and when you need it it's most of the time to late and your either stuck or slid off the road
Some RWD Volvos had G80s.
Looking into purchasing a ram 1500. What’s the difference between an anti spin and an electronic locker? Which would you choose?
If you are talking about a type of traction control that limits wheel spin, I would choose an electric locker. Most vehicles with E lockers usually have some sort of proprietary traction control depending on the brand vehicle. I'm not sure what Ram has.
When he turns on the locker he secretly puts in in 4wd LOL.
Yup the dash said 4h
Works on either way idiots...no one said no 4x4. Pendejos.
Is advisable to have an automatic locker on the front differential?
I personally wouldn't put an automatic locker on the front. If you have an automatic rear locker I would just have open or limited slip on the front. If you have a selectable locker on the back I would consider putting a selectable locker on the front.
A TrueTrac or selectable locker (air or electric) would be a good choice.
A locker does not evenly distribute torque as you stated.
en.m.wikipedia.org/wiki/Locking_differential
"An open (or unlocked) differential always provides the same torque (rotational force) to each of the two wheels, on that axle. So although the wheels can rotate at different speeds, they apply the same rotational force, even if one is entirely stationary, and the other spinning. (Equal torque, unequal rotational speed).
By contrast, a locked differential forces both left and right wheels on the same axle to rotate at the same speed under nearly all circumstances, without regard to tractional differences seen at either wheel. Therefore, each wheel can apply as much rotational force as the traction under it will allow, and the torques on each side-shaft will be unequal. (Unequal torque, equal rotational speeds)."
Torque is always evenly split in both wheels regardless of wheel speed.
Love that Chevy Colorado
I just read that the E locker disables itself over 20mph. I was in the market for a 4x2 f150 with a 3.15 rear end for mpg. I live in KY so i want a locker. Would you say its useless and i should just get a 3.31 4x4? It would never go in 4x4 or locker until snow,
The red Chevy Colorado that you see in this video was my first 4x4. I will never go back to a 2 wheel drive pickup. My dad had a 4x2 Colorado with a rear locker. It had it's place but 4x4 even without a locker was better. In my opinion if you are going 20+ mph you really don't need the locker to be on. Thanks for watching!
Northern Explorer Overland well I currently own an 18 tacoma trd sport 4x4 with no locker and ive never even used 4wd. Which is why im leaning towards mpgs with a 4x2 and a locker.
Do you still have the Colorado?
Yes, 180,000 miles on it. Most miles I've ever put on any vehicle.
And AWD with three torque sensing differentials is the best of all!
Negative. Those are terrible gor off road. They overheat and clutch pacls fail. On normal daily driving they are good. Not as good for offroading as a locked transfer case and locked axles
Let's see how you feel when it's out of warranty.
@@EGGINFOOLS The percentage of AWD vehicles used for serious off-road work probably isn’t even 1% and I would not be surprised if not even 0.1% of the vehicles sold. I look at what’s best for the 99%, not the 1%.
Let’s go get Larry!
Torque is always evenly split between rear wheels regardless of wheel speed. Torque is the same but speed will change.
Torque is always the same in open differentials. It varies with locked and limit slip diffs. Hence why they are distinguished by torque bias ratios.
@@tyeetamer well said
I have a automatic locking diff on my 2012 Sierra does anyone know how to turn off g80? I would appreciate any help thanks
The g80 is off (not locked) 99% of the time. The only time it is on (locked) is when it senses wheel spin. There is no way to turn it off so it doesn't lock up when wheel spin is detected. hope that helps.
G80 its the best i love it
George Dreikha Jamale Hey George, do you know if i need to keep the TC On to allow G80 to work or no need?
@@s_ak999 You don't need any modifications he work with TC and without TC but he work best when you set it in off the Stabilitrack and the Traction control
@@s_ak999 The g80 doesn't care what settings you use for TC. Absolutely doesnt care. If one wheel spins 120rpm more than the other it engages. Period. That simple.
You’re worried about the auto locker causing road surface wear? That’s extremely bizarre. My G80 locker doesn’t stay “on” forever.
Driving with the G80 "on" isn't what causes road surface wear. The road surface wear comes from the tire spin required in order to get the G80 to engage.
Great Vid! I agree with pretty much everything said.
I will save a bundle and stay with the g80 in my 94 chevy with 224.000
My Chevy Colorado is still going strong at 189,000 miles. Never had any problems with the g80.
Lol. Which locker is best, the $5,000 locker or the $60,000 locker.
Ok so it gets weird from here. I wrote that ridiculous but funny long form comment before seeing the last 40 seconds of video. I had zero knowledge of any remote chance of a dog sled team showing up at the end. My story had fully random examples of where a tow might be needed, and I included commandeering a team of Spaniels from the Best of Show event where my truck was stuck below a threatening pool of evil ice cream preventing my vehicle from safely exiting the basement floor if the parking garage at the hotel where the National Kennel Club was having a major event. Calling the judge Pat Chris Jamie didn’t help either. Well, his/her pants suit left too many questions. There was a purse, but also an Adam’s Apple. Imagination is cool, huh. I had to use extreme imagination to come up with scenarios where the G80 would be bad. Cause ANY wheelspin is bad.
Anyway, I honestly had zero idea about the team of dogs that would show up within seconds of unpausing the video. Very, very weird. No bullshit. I wasn’t even subconsciously thinking about snow. Just something ridiculous. What can pull? A team of dogs. Where would be the most ridiculous place to get a group of dogs to assist in pulling a truck out of a quagmire of spilled ice cream on concrete with a 2% grade ahead of you and concrete all around. Oh, the humanity! Why, the biggest dog show in the land of course! And why was I there (in my imagination no less) at that hotel in the first place? My arch nemesis in the ice cream trade was having a fling there, and when I tried to catch him with his scandalous paramour, he panicked, jabbed the throttle of his Jeep CJ, and 20 gallons of rocky road and Orange sherbet spilled onto the parking garage floor, leaving him with no more samples on his three state run, and three stitches on his penis from, well, I dare not say, lest I sound dramatic and fake, but let’s just say, i went down to the basement, but she was already downtown. You know what I mean I’m sure. Cause we’re all adults here and this is serious. Think of the dogs, smeared with exotic flavors of ice cream form the far reaches of Iowa, the putt-putt course, with oil slicks on its pond from my transfer case leak. And then there were the retired women’s equestrian league. The stuff of nightmares. I can’t really speak of it, but there were some graphic images of buggery, soiled silk slips, muddy bonnets on the heads of the lot, or was it not mud?! Chunks of sod strewn across the hoods of several German sedans. And the sorrowful look of pity and anger when my truck got stuck in the water crossing as the G80 allowed to much side slip and sent me through the hurdles sideways and backwards into the boxwood hedges and St. Augustine turf. I was ahead of those bitches and their stupid thoroughbreds too! Damned G80 cons. Shoulda known. Let me tell you about the church picnic last summer. Well, the Girls Choir had just returned from. Winning the national championship, and I was in charge of a celebration party for them on the back lawn of the fellowship hall. The rest, as they say, is history, but I’ll just tease you- there were a few less virgins, a new oval dirt track, spiked punch puke in the sanctuary lobby, and some golden voices ruined with screaming for more mushroom punch and sideways action on the back lawn. What kind of sideways action you ask? Yes, that kind of sideways action, you dirty minded oaf. It took me a week to get all the mud off the stained glass from huge rooster tails, while sideways, and sideways. The girls choir grew up that day. They learned how to do the Scandinavian flick, fuck, and trip balls all at once. Yes, all at once. The stuff of dreams I tell ya.
I'm going to need to take some notes.
I think we have a winner for longest YT comment ever.
@@truthhurts1754 lol
What skid plates do you have on your Colorado?
I think SuperSkidz is the brand. I got them from somebody on the ColoradoFans.com forum.
I'll take the G80 any given day.
THE GENERAL, BUD.
Me too! I have had it on several trucks so far. They were all still working great well after 200k miles. Even surviving me being dumb... doing donuts on dry pavement in a parking lot. They are simple... and ready to go at all times.
I had 252,000 miles on my zr2 with a g 80, I off roaded all of the time, kept the fluid changed and never had a problem with it.
I didn't like that sometimes the lock would be delayed because of tire spin. If I were into rock crawling, I would prefer the E locker.. I would like which ever is the most durable.
G80’s break too easily and there’s no indication except lose of traction. At least a Manual lock will show that it’s not engaged on the dash.
Ive had 4 different GM vehicles with G80 lockers over 20+ years and never had one break. I've never known anyone to ever claim or complain about a broken G80 either.
@@canyonero2050 They have a bad reputation for detonating your rear end. However, that's usually limited to high HP modified rock crawlers with heavy tires and not the norm.
It's actually called a gov-lock, G80 is just the RPO code and refers to an enhanced traction axle option that can encompass a number of different axles over different models.
What can happen is the mechanism gets gummed up from people not keeping their diffs clean, the weights can stick and cause it to lock up at higher RPM than designed. Usually destroying the spider gears and/or carrier. It's not really something you have to worry about unless you're filling your axles up with water and mud, or redlining 44's up a rock face.
@@Anubis78250 Bro trucks blow them up. People who drive regular stuff have no issue.
When I test drive a new truck, I pull over and put one wheel in the grass and power brake it. If it don't bark the tire on the pavement I don't buy it.
I welded my diff so now I have 2wd instead of 1wd rip to my auto trans tho
Rip parking lots.
One more con on the GM locker,
It will follow the contour of the pavement and in some cases you may not want it to, with the GM locker you have no choice so hang on.
Be that as it may, the G80 is far superior to most other limited slip differentials.
G80 hands down all the way every time. He is right any locker or lsd is better than none. Open diffs are garbage and shouldn’t be made anymore
I wouldn't even classify the G80 as a locker, it doesn't actually lock, it just engages a set of clutch packs that can still slip, and they will wear out eventually. True lockers don't use clutches, they lock mechanically and don't slip unless something breaks.
gm uses clutch to lock their transfer case also. right?
@@lelokong6898 depends on what transfer case, the older part time systems don't have clutches, but some of the newer full time 4x4 transfer cases do.
I would think that you would have to do some serious 4 wheel driving before anything would wear out. I know some folks with the G80 system that are 15 years old or older and their G80's are still working great.
I have a GMC van with over 250,000 miles and a F150 with 150,000 miles. Both have limited slip diff. I have never had a problem with either diff. The van locker is noticeable on wet roads when going up hills while turning right, on dirt roads if you give it a lot of gas, both tires leave skid marks. The F150, I take it in sand (desert) through a sand roads and up a small 14 ft. hill with a small popup camper while pulling a 14 ft trailer with a quad. No four wheel drive, just aired down to about 30 psi and the locker. I would never make it with one wheel drive Yes lockers are great!
@@sergiomaldonado3737 so do they have lockers or limited slips? They aren't the same thing.
The g80 is a pozi not a locker. Always kicks out to the passenger side and requires wheel spin to engage.
G80 is a locker not a posi, and of course it requires wheel spin to engage its an "automatic locker"...
@@kylescaggs Exactly; I think the OP is confused.
Eaton E-Lock or Auburn Select a Lock open-Lock. 👍🏻👍🏻 If you want air then go TJM over ARB! Best automatic Locker is the Detroit Locker and the best lunchbox locker is the No-Slip by Powertrax. And the Detroit TrueTrac is a awesome option for more of a street-able posi diff.