I called Summit to order one and they have been discontinued. Anyone know why? They just have the no slip one. Not what I wanted.
Damn

Brad...


------------------
1986 SC Camaro
Mods: Threw 2.8 in garbage, put in rebuilt
350 .060 over, XE268H Comp cam, Edlebrock
Performer Intake and Edlebrock 600 CFM Carb,
Pete Jackson noisy GearDrive (which sounded
cool for about 5 minutes, now I'm sick of it)
Rebuilt TH350, 3.42 Rear Gears. LCA RLB's.
B&M Mega Shifter.
Now has T5 in it. YES!!!
CenterForce Dual Friction Clutch.

 

I've heard that they are as noisy as a hungry baby, but higher pitched!!!

I'm sure that since they still used the same stock carrier as an open diff. that they caused a lot of breakage.

Just my 2¢,
AJ

 

An open diff carrier is pretty strong, expecially when you get rid of the spider gears. Backordered not discontinued, according to summit. Maybe they are getting rid of the lock-right because of the no-slip system? A quick search on the internet got me to this site:
http://www.desertrat.com/lockright/lockright.htm


------------------
350 with stealth intake, holley carb, 470 lift cam. 700r4 with .5 boost valve, vette servo, tci lock-up kit, B&M megashifter. Richmond 3.73 gears, powertrax locker, timkin bearings, synthetic lube. Custom 3 inch single into 2 2.5 pipes. 1 1/2 drop springs, 1 5/16 solid front sway bar, 1 inch rear bar, custom subframe connectors, custom LCA relocation brackets. Kobel ground FX, currant red metallic paint. Lots of other stuff...
82camaro

 

Actually I just got my new Jeg's today. They still list both of them, so they must still make them.

I thing for the $100 price diff, it'd be worth getting the Locker instead of the Power Trax. Don't you guys?

AJ

 

The no-slip is a locker. It's just a smoother locker. I think Chevy High Performance did an install on it, and it turned out good. It won't be as smooth as a posi, but it's not as bad as a Detroit. I think it's action is quieter than a lock right.

 

I had the PowerTrax Locker in my '84 SS (was like $320 in Jegs) & in my opinion was as much a pain driveability-wise as the Detroit in my buddy's Nova. Tight turns it would chirp & skip like a spooled rear & the car always wanted to kick the rear out on turns. In a straight line though it was awesome, no slippage at all!

------------------
'91 Z28 1LE; 355, Sportsman II heads, Edelbrock TPI w/ 58mm TB, Tremec TKO 5-speed, 3.73's & much, much more

 

Here's the 'PowerTrax Locking Differential'




Here's the 'Lock Right Automatic Positive Locking Differential'



They have different names.

The top one is the cheap one, but you guys say that it's the noisy one? Is that right? I've never heard either of them, so I can't say.

So which one is limited slip? Jeg's says that the top one only applies power to the wheel with the most traction. So therefore I would take it that it doesn't act as a true Posi. It just redirects the power to the other wheel.

But the Lock Right is a full Locker. When one wheel starts spinning, the thing locks both drive axles together, applying power to BOTH wheels.

So which one is the noisy one? It seems the Lock Right (more expensive) would actually be the more noisy of the two. Just based on the way it operates.

Thanks,
AJ

 

They both fully lock the axles together. The noisier one is cheaper--their first model. I have it and it's really not noisy, it clicks when you corner. They both work the same way, the more expensive one has some snychronizers so it locks/unlocks quieter/smoother. Sure the ad says it gives the power to the wheel with the most traction--but it also gives it to the wheel with the least traction. Equally. It's a simple process: ONE wheel is allowed to spin faster than the carrier/locker. That's how it corners, the outside wheel is allowed to unlock and spin faster than the inside wheel/carrier. If you stomp on it while it's unlocked during a corner, the inside wheel/carrier will spin. When that spin equals the rotational speed of the outside wheel they lock. It happens very quickly.
Going straight it's always locked--good traction or not, spinning or not.

------------------
350 with stealth intake, holley carb, 470 lift cam. 700r4 with .5 boost valve, vette servo, tci lock-up kit, B&M megashifter. Richmond 3.73 gears, powertrax locker, timkin bearings, synthetic lube. Custom 3 inch single into 2 2.5 pipes. 1 1/2 drop springs, 1 5/16 solid front sway bar, 1 inch rear bar, custom subframe connectors, custom LCA relocation brackets. Kobel ground FX, currant red metallic paint. Lots of other stuff...
82camaro


[This message has been edited by 82camaro (edited December 14, 2001).]

 

Hey 82camaro,

Did you install yours? Was it difficult? I've read a few articles about them, and I know that you don't have to remove the ring or pinion, or even the carrier. That obviously means that you don't have to set the pinion depth, etc. Is that right?

Thanks,
AJ

 

Yes it's a faily easy install. I've done a few of them now. It goes alot faster with a helper to move the axle in and out when dealing with the c-clips. Short version:
pull the cover.
remove the pin.
remove spider gears/c-clips
install powertrax locker(multiple parts)/c-clips
install new pin
install cover
fill with your favorite fluid
Done
With one buddy, 30 minutes.
All the ring and pinion settings remain intact.

 

My only question is how strong is that thing?

 

Wanted to bring this back to the top and get opinions.. Will the power trax take abuse??

I hillclimb(race) my 87, so we are talking about High speeds, roughly 130 tops, rough roads, quick deceleration and even faster acceleration, alot of hairpins and even the occasional crashthats what happened to the last 2 anyway... I can't think of any harder abuse on a rear end than hillclimbing, not only do you have the turn factor but at times we are talking about an inclines that you never see on the street...

Melissa

 

It's strong enough to handle numerous 1.6x 60 foots in my friends IROC. It's a little noisy, but it's stronger than any posi sold for our 10 bolts.