 
For years the only choice of performance differentials were the factory limited slip units and the Detroit Locker. With the explosion of the recreational use of 4x4s, the aftermarket has responded with new and innovative offerings on both ends of the pricing scale. One of the latest lockers introduced is the Detroit Gearless Locker. The promise of quiet and smooth automatic operation along with 100% locking capability should make this new unit very popular among four wheelers.This locker is a little different than past aftermarket offerings; the difference is evident in the name. There are no gear teeth inside this unit; it uses clutches. While most limited-slip differentials use clutches to transfer the power to the axle shafts, this is the first locker we're aware of to do so. The result is a locker without the "clunk" and gear noise of typical lockers. How does it work? Straight from the horse's mouth, here's the press release from Tractech, Inc.
The Gearless locker is currently available for most common 4x4 front and rear axle assemblies including AMC model 20; Dana 30, 35, 44; Ford 8.8", 9"; as well as Suzuki and Toyota axles. There are some huge advantages with this locker compared to others on the market. First on everyone's mind is cost and the Gearless will be one of the lowest priced lockers available. For additional cost savings, the Gearless locker can be installed by the average, mechanically inclined owner using simple hand tools. The Gearless fits inside the standard "open" differential case and does not require any resetting of the ring and pinion gears. Price and ease of installation combined with smooth operation and 100% locking capability, this is an affordable locker with excellent road manners when you have to drive on pavement (yuck). Look for our installation feature in the next issue as we install new gearsets along with the Gearless Locker and Detroit True-Trac in our Project '94 XJ. Visit www.tractech.com, or call them at 810/759-3850 for more information. Evaluation:
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"While driving straight the differential is locked, providing 50% of the power to each wheel. When cornering the differential allows the outside wheel to travel at ground speed. The inside wheel continues to drive the vehicle with full power during the turn. When both wheels reach similar speed the differential locks both axles together again… The differential comprises of the Tunkenel-V Power Driver cross pin that loads or separates two high strength clutch members. This loading causes the clutch members to energize a steel disc assembly that links the clutch member to a side coupler splined to the axle shaft. When one wheel rotates faster in a turn, the clutch member disengages from the Tunkenel-V Power Driver cross pin and de-energizes the steel disc assembly. This allows the outside wheel to be driven at ground speed while the inside wheel has full power."