Eaton Mechanical Locking Differential

I'll never understand why music is insisted to be the same level as the speaker for instructional videos.

I work for a supplier of Eaton. We make the internal gears and the cast iron bodies. Is so cool to see how they all work together. We have been making many different prototype revisions of these lately, all slightly different.

i am researching my trailblazer rear diff noises and other various symptoms. youtube kept putting this in my search results and i kept ignoring it lol. now i see that this is maybe the exact diff that is in my trailblazer. not that it super matters but i work in IT and have always been mechanically inclined but in my general approach i must understand the theory of operation in everything i am working on, this video got me from 5% understanding to 90% understanding. thank you

I have exploded one of these when I had one wheel in the ditch and one on the pavement. On another Chevy truck I had one that would lock and would not unlock for several days. Both trucks were 3/4 tons with the 9.5 axel.

ovaj video me je spasio.Danas sam rastavio diferencijal da promijenim lezaj na poluosovini i ne bih ga kvalitetno sastavio da nisam naisao na ovaj video hvala puno

I'll use this kinda diffrential on my Volvo 745 Turbo with around 250-300Hp,  It is working very well and is very good on winter roads, as for track days, havent broke one yet.. What i've done is weld the engagement pawn? thats what she sayd?  anyway, so it locks even if you're speed goes over 20mp/h. It still act's like an open diff with normal driving, and does only lock when one wheel start to spin, and it unlock when you release the trhottle, so actually quite fun to do burnouts and roundabouts with :D Sorry for bad English, I am Norwegian :P

Also called a gov-lock or my favorite, "grenade lock" because of their tendency to EXPLODE when engaging hard.

Awesome concept and animation, even if it is a little complicated!

Seems to me that the centrifugal locking devices are just another version of an Impulse Coupling on an aircraft magneto. It's used to initially spin the magneto faster to generate a heavy spark during start cranking.

It is true that it most definitely is not designed for any sort of racing or high traction situations like pavement. It is best suited for very intermittent low speed off road/low traction(mud and snow) usage with mostly everyday street driving in between. The best thing about it is that it can do full lockup, unlike most "streetable" traction devices, yet it drives like an open differential at highway speeds. Anyone who has driven traditional "lockers" on slippery roads knows what I mean. ;)

The RPM difference doesn't directly kill the unit, it's the axial force inside the carrier caused by how it is designed. This force is applied using the RPM difference, however. For example, my truck weighs 6700#'s empty and I can engage that locker so hard that it snaps my head back. All that force is going through 1 axle and simultaneously trying to break the carrier in 1/2, which I've done to a 10 bolt in the past. Other lockers, like Detroits, do not suffer from that shortcoming.

Complex but beautifully genius

Is there something to cushion the blow when the camlock kicks in?

@jhbonarius 1.67 rev/s is equivalent to 10.49 radians per second. multiply this by the radius which I'm guessing is about an inch and a half. This gives you 15.7 inches per second tangential velocity. Which is only .89 mph. This is the tangential speed of the most outer part of the locking mechanism.

The best option is 1 way clutch LSD, limited number of parts working on the momentum transfer by spider gear to pressure plate due to speed mismatch between the pressure plate housing and spider gear

This diff is awesome. You just have to drive any z71 and it's got one. Look in your glove box and check the sticker. If it says "G80" then you have this device. I've got over 260,000 miles on mine at it works great on the beach and on trails. I don't do burnouts though, my tires were $1100 and I can't afford to buy them every month.

In a full-float 14-bolt, they're pretty bullet proof. My only gripe is needing to spin them so much to lock it up, it lacks finesse in some situations, but otherwise, much better than having to live with a clutch type LSD.

The engagement mechanism doesn't wear out, the friction material does, and over time it will render the locking action of the differential worthless. If the differential is abused (ie, offroading, power braking) the engagement mechanism can break, sending bits of very hard metal into the spider gears, destroying them and the whole diff. That is the reason they are called a "gov-bomb," as GM marketed them as a "gov-lok" or "gov-lock."

clever idea, but the locking device mechanism (2:22) depends on the hardness of the spring, if for some reason the spring loses its hardness then it will lock quite often even for low rpm... probably there are solutions for optimization!

too many moving parts... the simpler the better