O.K., here's another individual's opine on the subject.
The Detroit Locker, not something manufactured overseas almost copy for less (as in the Jeep video, a real piece of.........), has proven to be the strongest, least prone to failure, "differential" device one can utilize, the only unit, that when both tires are spinning, both tires are spinning at the same R.P.M.; and the only thing stronger is a "spool", period!
Note that as stated by Randy, "Worm-Gear" units are not good drag race applications, and are not as strong and do wear, causing a loss of effectiveness, and even, as observed, apparently when heated (over-heated?) from functioning, an odd occurrence of individual wheel "locking", causing an upsetting re-directional torque steering effect!
It is an old school ratchet mechanism originally designed for heavy truck use where "friction" type units prove ineffective and unreliable, and therefore suffers some in the N.V.H. department so highly regarded in today's automotive engineering endeavors, but hey, that's part of the fun of old cars, right!
B.T.W., the Detroit Locker is not (if functioning properly) dragging the inside tire around in a turn, but rather the outside wheel has "unlocked" and is ratcheting ahead of the inside of the turn wheel (this will produce the ratcheting clicking noise, but this is not obtrusive), so now 100% of the torque is applied to this tire and it spins (if a concern, driver control required). Now, the "big-bang" happens when this slipping/spinning inside wheel catches up to the R.P.M. of the outside wheel which then "re-locks", as either (only one at a time) may turn faster, but neither may turn slower than the ring gear, the torque is now split between the two tires, their mass and their grip, torque now being supplied to the outside wheel, and a torque applied loss to the inside wheel which now stops slipping/spinning, not enough torque/power being supplied to spin both tires, so one experiences the "BIG-BANG", which by the way is not from the locker, but rather a culmination of the movement induced upon the surrounding components of the axle assembly, suspension and even the body work in it's function.
With the above in mind, one can understand the possible polar opinions on the the driveability of Detroit's, as if one enters turns on trailing throttle, applying throttle mid-turn with any power sum to cause the inside tire to spin, then one receives the experience of the "Locker-Lurch"; but in my opinion and experience, if one "drives" thru the turn under throttle (the way I prefer, as if the rear tires aren't chasing the fronts, then you ain't trying), then although the differential in tire rotation versus distance is coped with by tire slippage, the control is far more calculable. This is one reason why "Roundy-Rounders" will run spools and stagger tire sizes. I have also driven several of my vehicles with locked differentials (even my F350 4 X 4 was equipped with "Lincoln-Lockers"
) as daily drivers, and granted tire wear is unappreciated, and extra care in the rain prudent (I am in Florida), but for aggressive, wanting to "throw- it-around" driving style it works!
So in conclusion, if "correct" one runs the Detroit Locker, it-is-what-it-is, and it-is-what-its'-suppose-to-be, ...........be a "MAN"; otherwise, choose one of the other.............. "softer", "gentler", "kinder" differentials,............. and you won't get your knickers in bind!
B.T.W., easy on the rock throwing, I bruise easily.
Scott.