Yes, I am confused too. If you are talking about a true "locker", then you are either talking about a full-time locker (spool or welded-open carrier, aka "Lincoln locker", named after Lincoln arc welders commonly used to weld the spider gears to each other), or some form of automatic locker (ratcheting or manually-selectable on/off). Here's a link that sums up the differences of each:

There are more options for the front axle, as I noted earlier. But those are either clutch-based LSDs or Torsen-type LSDs, the latter allowing for slip, but transferring power to the wheel with the most traction, where the clutch-types do the opposite. Basically, the torsen LSD sends power to the wheel providing the most resistance (i.e. traction). Clutch LSDs allow the wheel with the most resistance to slip - the drag breaks the locking friction within the clutch pack (i.e. "breakaway pressure"), effectively-disconnecting the "lagging wheel" from the drive system... until the drag force is reduced to a point where the breakaway pressure exceeds the drag of traction. For off-road applications, the torsen LSD is better-suited because the power is going to the traction wheel based on the "torque bias ratio", or TBR, of that torsen-design. The TBR is a multiplier, of sorts. If you had a torsen LSD with a 3:1 ratio, then the wheel with traction will receive 3X more torque than the other drive-wheel. However, if you get one wheel in the air, then you have no power going to the traction wheel (3X0=0). That is a problem, but can be overcome by simply touching the brake pedal to apply resistance to the wheel in the air. Then your multiplier is functioning again. Ah, but I digress... Track Finder does sell a Lock Right-style locker for the front axle (which I suspect would fit the rear diff/open carrier of the 26-sline rear axle, but will likely never confirm). But they are hard to come by and a locked front axle is not desirable on pavement. And there is the Kaiser locker, which appears to function like a torsen in principle, but uses a ratcheting-needle bearing design to engage and disengage the axles, as opposed to helical gears.

As noted, the options for the rear axle are limited. And the only known locking mechanism I've found that is made for the 1st-generation Sportage's rear differential is the Lock Right-style locker made by Track Finder. I have not found any manually-selectable locker (air, electric or hydraulic) sold in the U.S... or anywhere else, for that matter. The closest I've seen was of a modified ARB air-locker in a Sorento:

So what do you mean by "locker"???

1997 Sportage 4x4, auto-trans, Warn manual hubs, 4" UPYOURKIA front lift, TJ 106AA rear springs, 2-5/8" body lift, 31x10.50 treads, SmittyBilt SRC front and XRC rear bumper, swing-out tire mount, OBX LSD front diff, Track Finder rear locker, 5.38 R&Ps and... really crappy gas mileage! <img src="/forums/images/graemlins/shiner.gif" alt="" />