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post #13 of 37 (permalink) Old 01-13-2011, 01:34 PM
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Dodge uses a Torsen style differential in our diesels. There are no clutches to wear out. It is purely a mechanical feature.

Torsen - Wikipedia, the free encyclopedia

It depends on what amount of torque can be transferred. Mathematics really. If your tire is on ice or in the air then you have zero torque to transfer. That is why some people say to use the brakes to induce an amount of torque. HMMV's are known for this trick. I have not found what the torque bias ratio is for the Dodge's.

Further more a clutch type limited slip combined with the amount of torque these trucks produce would destroy itself the first time it slips.


Last edited by oriosmit; 01-13-2011 at 01:38 PM.
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post #14 of 37 (permalink) Old 01-13-2011, 05:30 PM
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oriosmit hit on it a little, but if you find yourself in a situation where one tire is spinning and the other is not. apply your emerg. brake a little while still giving it some thottle not a bunch of thottle just enough to get you going, apply the e-brake a little at a time untill you feel the other tire pulling and if the truck starts moving then release it. this only works if you have lsd, if you have trx then you have nospin type and it should do it on its own. If you don't have LSD the e-brake trick can still work sometimes because the spinning tire will heat the brakes up and have higher resistance and stop this tire and transfer the energy to the tire on solid ground. it will work.

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post #15 of 37 (permalink) Old 01-13-2011, 07:37 PM
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Further more a clutch type limited slip combined with the amount of torque these trucks produce would destroy itself the first time it slips.
Not so true, Ford still uses the clutch type LSD in the super duty trucks which have simular tq numbers, a little lower but simular.

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post #16 of 37 (permalink) Old 01-13-2011, 08:23 PM
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Not so true, Ford still uses the clutch type LSD in the super duty trucks which have simular tq numbers, a little lower but simular.
How long do they hold up?

I'm not saying it can't be done. But clutches and torque make for an interesting recipe. Just ask any manual driver

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post #17 of 37 (permalink) Old 01-13-2011, 09:23 PM
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TracRite® GT - Helical Gear Limited Slip



Smooth, quiet operation
Torque sensitive design instantaneously biases torque before differentiation begins
Tunable bias ratio
No friction modifier required
Can be used with or without a pre-load feature
C-Clip compatible
Applications include: front, rear and center differential
Designed for a wide range of ring gear sizes, from 178 mm / 7 in – 292 mm / 11.5in

From the American Axle Website.
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post #18 of 37 (permalink) Old 01-13-2011, 10:41 PM
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Originally Posted by Murfdog View Post
TracRite® GT - Helical Gear Limited Slip



Smooth, quiet operation
Torque sensitive design instantaneously biases torque before differentiation begins
Tunable bias ratio
No friction modifier required
Can be used with or without a pre-load feature
C-Clip compatible
Applications include: front, rear and center differential
Designed for a wide range of ring gear sizes, from 178 mm / 7 in – 292 mm / 11.5in

From the American Axle Website.
put one of them front and back
problem solved
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post #19 of 37 (permalink) Old 01-14-2011, 03:05 AM
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The stock front diff is open. There isn't even a option from the factory for a front limited slip. (Jeep is the only manufacture I know that even has a front TAD option.) If you want a limited slip for the front the best choice is the Detroit True Trac from Eaton. It is a gear driven proportioning diff so other than slightly increased centering of the wheel in 4wd it is completely transparent in the front.

The Stock rear limited slip in the newer trucks (I think is start in 04) is a gear driven torque sensing unit. The problem with the unit is it isn't a very high bias unit and only provides about 2:1 torque ratio. Compare this to a True Trac that has 3.5:1 ratio. The way the gear driven units work is by multiplying the torque available to the low traction wheel to the high traction wheel. So for the stock AAM unit this results in the high traction side having 2x the drive of the low traction side. Problem is in Ice, 2x of zero is still zero and nothing happens. You can overcome the lack of traction on the low traction side by spinning the wheel or by applying emergency brake (recommended method). The emergency brake provides torque for the multiplier to multiply and gives you drive on the high traction side.

The older clutch type units used a fixed bias ratio where it takes a certain amount of torque to cause the axles to spin at a different speed. This is why under light throttle and zero torque on one wheel they will still pull you off; however, if you over come the fixed bias they will break free and spin also. You can use the same emergency brake trick to help them when one wheel has 0 traction.

The torsen type units have an advantage in that they drive more like a open diff so they are more transparent while still providing good traction improvement. Also, since they are gear driven they don't wear nearly as quick; however, most cannot be rebuilt if they do wear out.

Full lockers are a different setup completely. They keep both wheel locked together unless one wheel is driven faster by turning. With a full locker the slower turning wheel will always have the power (deceleration is the opposite) since they unlock by having the faster turning wheel being unloaded by the ground. The full locker has three modes, left wheel over driven, right wheel over driven or locked. The over driven wheels provide no power to the ground.

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post #20 of 37 (permalink) Old 01-14-2011, 04:19 AM
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Originally Posted by muddmadness View Post
If you go to a locker and hit a slippery section of road you have a greater chance of losing control. Having one tire spin is a lot easier to control than if both tires go. They are great for off-road but when i drive my off-road buggy on a snow packed street its a nightmare. The back in moves around. In my opinion for a daily driver that hits slippery sections keep the stock limited slip and if you want to be able to lock it up get an air locker like arb.
100% One wheel needs to be able to spin freely in ice and snow so you don't lose all traction in the rear.

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post #21 of 37 (permalink) Old 01-27-2011, 11:28 PM
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It says it's a "Tunable bias ratio". Does this mean we can tune it or adjust it for more sensitivity?

I think mine isn't locked up tight enough and I have a buddy with a dmax and his is the same rear end AAM 11.5 but it's locked up tighter. I also like how the older dana's were locked up, pretty tight unless you waste the clutches somehow.

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post #22 of 37 (permalink) Old 01-27-2011, 11:49 PM
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It says it's a "Tunable bias ratio". Does this mean we can tune it or adjust it for more sensitivity?
I don't think it is user tunable. I think they meant that the OEM could order any bias ratio they wanted in it.

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post #23 of 37 (permalink) Old 01-29-2011, 10:26 AM
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Here are a few pics from my gear install:


This is the rear 11.5" AAM TracRite differential. This is the rear differential that you get when you select the anti-spin rear differential option.



This is the front 9.25" AAM open differential. This is the standard front differential that you get with the 2500 and 3500 series Dodge trucks.



Here is a picture of the Detroit Truetrac for the 9.25" dodge front axle. It has a new AAM 4.56 ring and pinion attached to it.


Here is another picture of the rear 11.5" AAM TracRite differential with a new US Gear 4.56 ring and pinion attached.


Here is a picture of a rear 11.5" ARB locking differential. Unfortunately, this is in someone elses truck -- not mine.

Hopefully this gives some of the members an idea of what is in their truck or what they can put in their truck.

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post #24 of 37 (permalink) Old 01-29-2011, 10:31 AM
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Here is a picture of the Detroit Truetrac for the 9.25" dodge front axle. It has a new AAM 4.56 ring and pinion attached to it.
So how are you liking the front TrueTrac? How well does it work? Used in other vehicles just wondering on these big monsters.

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