FAQ’s

 The Select-A-Loc is a limited-slip and a locker in one differential. The driver controls the mode with a switch inside the vehicle. The Select-A-Loc can be switched to lock mode, which allows 100% torque transfer to both wheels. The High Performance and Pro are limited-slip units. Any limited-slip differential can allow the low traction wheel to spin since the amount of torque that can be transferred to the opposite wheel is limited (hence the name limited-slip).

The High Performance Series is another option in the Auburn traction enhancement products. The cone clutch design offers increased durability and performance in normal street use. The high bias cone clutch design of the Pro Series provides a higher torque and preload, making it the ultimate limited-slip differential for true performance. It is engineered to provide lightning-quick, torque-sensing traction when you need it. No buttons to push, no leavers to pull, it goes into action when you accelerate. It handles superbly—on and off road.

Auburn differentials are suitable for virtually all vehicle applications where additional traction is needed— for recreational, sport or work use. For example, installing an Auburn differential in your performance car will give you spool-like performance when coming off the line, combined with full wheel differentiation when turning. Imagine two wheels gripping the pavement instead of one spinning effortlessly.

For true street-strip performance, the Select-A-Loc is the best application. The Select-A-Loc is really two differentials in one. It is a full-time limited-slip differential, then with the flip of a switch, it converts to a full-locker. The best of both worlds and winning at the track. In the limited-slip product line, for both street and strip, the Pro Series is the choice; however, the High Performance limited-slip is effective in street and strip applications. For strictly drag racing (no street driving), a spool would be the choice.

Each size has it’s own limitations, but it is more related to torque than to horsepower. Additionally, the transmission type, driving habits (snap starts) and tires (traction) play a role.

Put the transmission in neutral and jack up both tires. Rotate one tire. If the other tire spins in the opposite direction, you have an open differential. If it spins the same direction, you do have a traction device.

A rear locker can greatly increase the mobility of the vehicle. In many scenarios, a 4 X 2 with a rear locker can outperform a 4 X 4 without a locker. For severe traction applications and extreme off-road, the Select-A-Loc electronic locker with limited-slip differential is an excellent choice.

 Clutch chatter occurs when the clutch cone engages and disengages rapidly in the differential case. It causes no damage and can be cured by using the correct oil and friction modifies. Clutch chatter is caused by the difference between the static (non-slipping) friction coefficient and the dynamic (slipping) friction coefficient. When the difference becomes too great, the clutch cone cycles between the two (sticking and slipping), which creates the noise. Friction modifiers bring the static and dynamic friction coefficients closer together to minimize chatter. Auburn recommends using Auburn limited-slip additive (#504102) with a high-quality non-synthetic 80W 90 hypoid ol

The Auburn Gear limited-slip differential employs an integral cone clutch side gear unit that creates friction with the carrier to drive both tires. The cone clutch design consists of two clutching members, one internal and one external (see image on page 9). The internal member is a unique single tapered part with lubrication grooves, attached to the side gear, creating the cone clutch assembly. The external member is also tapered with a matching angle. When the two are forced together, torque is transferred from one member to another. The cone clutch design allows for more clutch capacity in the same space and is less likely to chatter due to the reduced number of sliding surfaces. This means higher torque transfer for better traction, without the noise.

Yes. Exceptions are Ford 8″, Ford 9″ (some housings) and Dana 35. GM 8.5/8.6 may require special bearings when installing an Select-A-Loc in a pre 1999 vehicle. Bearings that should be used with the Auburn Ford 8” and 9” differentials are determined by the bearing bore size. Small bearing bore 2.8 use bearings LM102949 & LM102910. Bore 3.062 use bearings LM603049 & LM603011. Bore 3.25 use spool only. Refer to the application pages for bearing part numbers.

Yes. Auburn Gear limited-slip additive, part #504102. Use for both Select-A-Loc and limited-slip differentials. It is available at your authorized Auburn distributor.

For rear axle applications, any change will be minimal and usually unnoticeable. The operation of limited-slip differentials will be quiet, smooth and seamless. With front axle installations, there may be a slight addition to steering effort.

No. Operation is quiet and seamless with properly maintained lubricant and limited-slip additive. There is no clicking or banging.

Any traction can affect handling on slippery roads. If the traction is overpowered by the driver, both wheels have lost traction instead of just one, which could cause a loss of side-to-side stability.

Yes. If the unit is installed in the front, it is recommended to unlock the front wheel hubs and/or place the transfer case in 2-wheel drive.

 The Select-A-Loc and the limited-slip differentials will not negatively affect trailer towing. In fact, you will find major improvement in traction. It will be beneficial when pulling the boat up the ramp, towing a camper on unpaved roads or anytime where increased traction is important.

This would be negligible typically. However, an Auburn limited-slip usually weighs more than an OE differential and since the clutches slip during turns, some energy loss does occur

Mismatched pressures mean different tire diameters and different wheel speeds. Keep the tire-rolling radius (with air pressure) within 1 /4″ for on-road vehicles and 1 /2″ for off-road vehicles.

Refer to the recommended tire size on page 35 of the catalog.

No. Auburn Gear differentials provide full wheel differentiation when turning so tire wear is minimized.

 It depends on the vehicle set-up and the tires. Typically, both the High Performance Series and Pro Series will accommodate turns on clean, dry pavement without wheel hop or tire chirp. In the “off” or limited-slip mode, the Select-A-Loc will accommodate turns on clean, dry pavement without wheel hop or tire chirp. In the full-locker mode (which should be used for severe off-road or drag strip performance) you may experience some wheel hop.

We recommend you change the differential oil according to your vehicle manufacturer’s specifications and treat with Auburn limited-slip additive (part numer #504102).

Non-synthetic 80w90 GL-5 oil treated with Auburn Gear friction additive, part #504102 (also known as a friction modifier). See Catalog page 32. Three (3) ounces of additive will treat one quart of oil. GM or Ford limited-slip additive may be used. We do not recommend synthetic oil. Auburn limited-slip additive is packed in every box with the differential.

Auburn Gear limited-slip springs will not weaken. The springs are not subject to cyclic compression/expansion, which can cause load loss. However, the clutch capacity can be reduced due to wear or damage from misuse.

As with all performance products, the application and driver skills dictate the life of the product. Long life can be expected with all Auburn products when operated properly. Forcing one wheel to spin with respect to the other will greatly degrade the life of the differential.

Auburn Gear provides detailed differential installation instructions to allow an experienced mechanic to properly install the product. See page 34. Visit www.auburngear.com for copies.

All Auburn Gear differentials go through a break-in cycle at the factory, so no customer break-in procedure is required.

It’s a matter of personal preference, money and traction requirements. A single traction differential will usually double the vehicles off-road ability. Installation of traction differentials in front and rear increases traction to the maximum. Always consider safety and your driving conditions when making your decision.

Yes. Traction improvement in a 2-WD vehicle provides the same traction improvement to the rear axle as installation in a 4-WD vehicle.

Yes, if the application is available. However, we do not recommend installing a unit in the front differential if the vehicle has a full-time 4-WD and is primarily used on the pavement.

Yes. Depending upon your needs, several types of service kits are available. The gear service kit, locking mechanism kit, starter/amateur kit and the universal wiring kit. 

Select-A-Loc should not be used in front axles that have an inter-axle disconnect. On manual hub applications, both hubs are to be locked or unlocked. Do not lock one side and not the other. Differential damage can occur.

Yes, at reasonable speeds. The wheel speed difference between the wheels should be below 50 RPM to prevent impact loads to the drivetrain. It is recommended that the Select-A-Loc not be engaged if one wheel is completely off the ground or pavement.

The Select-A-Loc is activated by turning on the mounted switch inside the vehicle. When off, the limited-slip function responds automatically when torque is applied.

The Select-A-Loc switch is more than capable of managing the current that the Select-A-Loc requires. No need for a relay.

Yes, the wiring harness is universal to fit any vehicle, and can be purchased separately. Refer to catalog page 32 for Select-A-Loc service kits or visit www.auburngear.com.

All Auburn Gear differentials are very streetable. Both the Select-A-Loc and the limited-slip provide smooth, quiet operation. In fact, Auburn Gear differentials were used as original equipment in the first muscle cars. Plus, they are aggressive enough to be used in other performance applications. When the Select-A-Loc is in full-locker mode, you may experience some under or push steering