Marketing departments have put a whole bunch of names on things like Posi-Tractin back in the day then became Limited Slip from GM, Ford uses Trac-Lok in one place and in some option choices call it a Detroit Locker. I think the locking device your referring to is this for a Dana 60 rear end.
Now look how marketing attached a whole bunch of names. 16100_608.htm The above is more what I have in my Interceptor and in my 91 Silverado. a Clutch type limited slip Detroit Locker by Eaton corp. Eaton axle was a very long time customer of my father, they were out of Cleveland..
I had an old 1977 ford f250 pickup 4x4, had positrack in the rear and limited slip in the front don't remember if they were mechancel or clutch rear ends , but hell could drive through 3 feet of snow all day long, was like a tank, use to skid 3 ft butts by 30 to 40 foot long logs out of the bush for fire woods, high and low range transfer case and 4 speed trany, only problem was it got 10 miles per gallon empty or loaded, one tough old truck for winter, my Dodge cummins diesel beats it hands down for power and MPG but truck wise no comparison.
I've been wanting to make a snow/mild offroad machine out of my XJ for awhile. I was kinda put off by reviews saying Detroit lockers were terrible in the snow because of the hard locking/unlocking of the faster wheel. I've been considering an elocker or a limited slip for just the rear. I would keep the front open. What would you recommend Piston?
Not sure how converting from a CVT to a centrifugal clutch would work for you, switching from a transmission with clutch to a clutch. Might be fun for doing doughnuts in the dirt but pretty much unusable on the roads. Efficiency: I read somewhere in the past that CVT's were less efficient than manual transmissions but better than automatics. I think they were also better than hydro-static's. That may have changed because I know automatics have evolved a lot in the last decade or so. Still CVT's aren't bad, especially in small engine machines.