Isn't this limited slip?

[MastuhWaffles]

I recently did the explorer axle swap with 3.73 and lsd, but I'm getting confused on what it does. First off this is what I have, fords posi trac or whatever its called.

Now, does it stay as an open diff until one wheel starts slipping, or does it stay locked until you make a turn?
I keep getting told its locked while driving but I think its the other way around.

 

[alwaysFlOoReD]

It stays locked until you turn...sort of. It has clutches that lock it until there is enough traction when turning to make the clutches slip. But if you boot it around a corner then both tires light up and you start doing donuts if you're not careful. You can rebuild them and by changing the order and [ I think ] adding a plate or clutch make them less likely to slip, so act more like a spool.

 

[97RangerXLT]

As I understand how a L/S works, it stays "locked". if the truck turns, then one wheel will slip (the limited slip part) to allow the truck to make the turn gracefully.

If you light 'em up, both wheels will spin, but if you are driving/ wheeling/ just goofing off and get one wheel caught in a hole and the other one is in the air or on mud or whatever, that wheel that is on mud or in the air will spin more than the one that is caught, but power is still being applied to that wheel, just not enough to get it going. but if you goose the gas, you might have enough power to get out of the situation.

An open differential in that situation would be done. the wheel that is caught would not get any power to it.

the L/S has clutch packs in it to spin both wheels. once those clutch packs wear out, then your L/S becomes more and more like an open differential.

From what I understand, they can last over 150k. the ones in my 97 are still good, I can light up both tires no problem.

AJ

 

[97RangerXLT]

It stays locked until you turn...sort of. It has clutches that lock it until there is enough traction when turning to make the clutches slip. But if you boot it around a corner then both tires light up and you start doing donuts if you're not careful. You can rebuild them and by changing the order and [ I think ] adding a plate or clutch make them less likely to slip, so act more like a spool.

Lol, probably a lot easier to understand than my drivel

AJ

 

[alwaysFlOoReD]

You were good and made some points that I didn't.

 

[Captain Ledd]

It works with throttle. When you transmit power through the spider gears the natural shape of a gear tooth wants to push away and off to the side. This compresses the clutches and "locks up" the differential. Some clutches are keyed to the carrier so the axle shaft wants to spin with the carrier, and not just out to the wheel with the least traction. But in order to work, it needs good traction from the tires. While not hard on the throttle the side pressure will be light, and will function more like an open diff. If a tire has enough traction, it can overcome the clutches, and slip. Thus, limited slip. It limits the amount of slip your tires would have in most normal driving conditions.

Axle shafts turning with the carrier is how full-on lockers work, only by a more.. direct means of engagement, like splines or pins, they don't slip.

 

[alwaysFlOoReD]

http://www.therangerstation.com/Magazine/Feb 06/tech.htm

 

[MastuhWaffles]

http://www.therangerstation.com/Magazine/Feb 06/tech.htm

Yeah I looked at the article earlier but couldn't really figure out what was going on.

This kind of explains some of the way it drives now. With open diffs if I were to take a corner and drift it, I would usually have to control the drift by my throttle and steering. With this it makes it more predictable, in a sense corrects itself and straightens out with less effort. It also hooks up on loose gravel pretty well. I haven't really gotten to test it in mud or with one wheel in the air but I suppose sometime I can try it.

 

[97RangerXLT]

It works with throttle. When you transmit power through the spider gears the natural shape of a gear tooth wants to push away and off to the side. This compresses the clutches and "locks up" the differential. Some clutches are keyed to the carrier so the axle shaft wants to spin with the carrier, and not just out to the wheel with the least traction. But in order to work, it needs good traction from the tires. While not hard on the throttle the side pressure will be light, and will function more like an open diff. If a tire has enough traction, it can overcome the clutches, and slip. Thus, limited slip. It limits the amount of slip your tires would have in most normal driving conditions.

Axle shafts turning with the carrier is how full-on lockers work, only by a more.. direct means of engagement, like splines or pins, they don't slip.

Thanks Ledd, I wasn't aware of how the clutches were placed or how they engaged. That gave me a better understanding on how it works as well.

AJ

 

[85_Ranger4x4]

Overpacking the carrier to make it tighter can make you rip the ears off the disks. The clutches are supposed to break loose before they reach that shear point. I have mine stacked every other one and I love it. It does want to kick the rear out if you get on it going around a corner, using the 4x4 for directional stability fixes that for the most part.

Usually past 100k most consider it open, they get weak. However if you feel adventurous and spin one tire long enough the clutches will heat up and swell so the second tire will start spinning too.

 

[kimcrwbr1]

Make sure and add the correct gearoil or add the slippery stuff.
http://www.ebay.com/itm/Auburn-Gear...Parts_Accessories&hash=item5b0752fc82&vxp=mtr

 

[MastuhWaffles]

Overpacking the carrier to make it tighter can make you rip the ears off the disks. The clutches are supposed to break loose before they reach that shear point. I have mine stacked every other one and I love it. It does want to kick the rear out if you get on it going around a corner, using the 4x4 for directional stability fixes that for the most part.

Usually past 100k most consider it open, they get weak. However if you feel adventurous and spin one tire long enough the clutches will heat up and swell so the second tire will start spinning too.

I know it was close to 100k miles, I think like 80 or 90k but it still works as I can feel it. It's not that big of a deal to rebuilt it anyways.

Make sure and add the correct gearoil or add the slippery stuff.
http://www.ebay.com/itm/Auburn-Gear...Parts_Accessories&hash=item5b0752fc82&vxp=mtr

Yep I get the oil with the additive already in it.