Yeah, not too many folks understand that the beauty of a locker or limited slip is that it ALLOWS the vehicle to become one wheel drive (locker) or at least approach it (limited slip) when the other wheel doesn't have enough traction to accomplish anything. With an open differential both wheels are ALWAYS contributing EQUALLY to propelling (or at least attempting to propel) the vehicle, even if the amount is very small. The torque at the two wheels is always identical even though one might be spinning and the other stationary.
That said, I'm with Galen on modern vehicles - personally I'd much rather travel in my smooth-riding, quiet, fuel-efficient, and climate-controlled modern pickup vs. my father's 1964 F-250 any day. Sure it's fun to take the old truck for a spin when I'm there but I'm glad for my modern ride for the 400 mile drive back to Kansas. (And no, it's not dad's daily driver either.) I do believe that manufacturers have gone overboard in the "bling" department (do we really need powered tailgates with remote control?) but the reason why is simple - they make what is profitable and what people want to buy. If enough people were clamoring for bare-bones trucks like what many here wish for the companies would make them. However, in the grand scheme of things there are very few people looking for stripped vehicles and the business case to offer such a thing just wouldn't pencil out.
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Today's Featured Article - Tractor Profile: Ferguson TO-20 - by Staff. When the infamous "Handshake Agreement" between Henry Ford and Harry Ferguson fell by the wayside (that's a story in itself), Harry Ferguson quickly set up manufacturing plants for a United States version of his English TE-20. The TO-20 was relatively the same as the TE-20 except utilized some different casting materials and had a US-style electrical system. The TO-20 was a dead ringer for the Ford 9N and 2N models and they say that Ferguson did this on purpose when the Handshake Agreement wen
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