Be careful posting something like this, people might thing the 154 is a good tractor!
Many years ago I drove a R model Mack road tractor with full screw rears and some sort of auto locking feature. When a side started to spin you would hear a clunk and everything behind the transmission seemed like it locked into one giant chunk. As long as the semi was full there was no getting stuck.
I never stuck my 4x4 1 ton truck once and after i put my aggressive duo-cross ladder chains on my int154 the traction problem with the ladder chains on the ag's was solved. I could idle plowing snow thats the way i like to run my equipment nice and easy so nothing breaks.
food for thought; The limited slip posi's would let out a loud bang in the drag cars during the hole shot and you could just about hear it with the headers capped. Its normal and just the clutch plates and springs doing there job. Years ago we had a brand new '68 s/s chevelle with a 375hp/396 cu with 4:88's posi in the rear with a M22 tranny that has that wine. We won so much cash with this car as stock. but we did retune it. It was a dog when the engine first blew but GM replaced the engine on warrenty and the guy who did the work knew his onions back then because she had more power than before. We even beat the built Hemi road runners and walked away from the built goats too(GTO's). Its the driver too. But we really ate good that summer with the winnings. I put that exact valve train right from GM in my 325hp/396cu '68 engine from a wreck. I ported the heads, notched the cylinders for the extra exhaust valve flow, added the upper and lower windage trays, a roller timing chain and degreed the stock cam to make sure it had the correct valve timing to the crank. The i did the 50 degree total advance at 2,000rpm using the weight kit with the heavier weights and the lightest springs under the rotor and the accell points plus i used the vaccumne hose to get the total advanve correct at 2,000rpm. I had 299hp at the rear wheels on the full body car dyno with just a 780 holley. With a new super T10 borg with the lowest first gear that was acvailable and 488's in the pumpkin it went 12.85 on the quarter. But i had to shift at 5,500 rpm i lost power because i forgot to turn on the electric fuel pump. I went thru the traps at 3,500rpm. That told me i needed at least 538's in the pumpkin to go thru the traps at the higher rpm's. I put it on the car dyne soon after and found out the peak rmp/torque range to be 6,800rpm. with the fuel pump on of course. With the fuel pump on she should of hit the high 11's in the quarter. But i was very happy i got in the 12's that day with a 4,050lb impala body. This older impala had the real positraction unit and no limited slip.
The moral of the story is to wire the electric fuel pump to the ignition switch all the time so it comes on when the key is turned on.