Got stuck in a ditch today.
#16
02-05-2016, 03:34 PM
On the topic of open diffs, I did something once and I wonder if it was a fluke or if it helped.
Back story: we were at Prairie City OHV (off road park), I was in my 97 Expedition, my buddies were all in their Toyota Tacomas.
Had a small rutted hill climb and no-one could get up it in their Toyotas. For giggles I tried my Expedition...4 low, 1st gear...got part way up and lost traction.
...I wondered if more resistance on that tire would help even out traction, so I rode the brakes (letting the throttle overpower the brakes) and I was able to pull up the hill - the Tacoma's couldn't.
Would riding the brake in that scenario (applying more resistance to the spinning wheel) make the diff throw more power to the opposite wheel, or was that just a fluke?
Back story: we were at Prairie City OHV (off road park), I was in my 97 Expedition, my buddies were all in their Toyota Tacomas.
Had a small rutted hill climb and no-one could get up it in their Toyotas. For giggles I tried my Expedition...4 low, 1st gear...got part way up and lost traction.
...I wondered if more resistance on that tire would help even out traction, so I rode the brakes (letting the throttle overpower the brakes) and I was able to pull up the hill - the Tacoma's couldn't.
Would riding the brake in that scenario (applying more resistance to the spinning wheel) make the diff throw more power to the opposite wheel, or was that just a fluke?
#17
02-05-2016, 05:01 PM
Lead Driver
My Ex is my first and only truck to have a rear open diff and I HATE it. All my other trucks have had tight LSD's in them that worked well. I've driven many a mile locked in 4x4 for half a year and I know what to expect from a limited slip/locked rear end. There are times i'd rather have the rear end step out to one side or the other (yes on the road) to help avoid things, or just for fun. I know how to handle the rear end stepping out and it comes natural how to handle it.
When I get around to it a Detroit try-trac will be going into the Ex. and Yes i would have made it up that little hill in my driveway with 3 wheels turning, although i purposely got it stuck in that position. Nobody was in the truck it was just spinning by itself in drive haha
When I get around to it a Detroit try-trac will be going into the Ex. and Yes i would have made it up that little hill in my driveway with 3 wheels turning, although i purposely got it stuck in that position. Nobody was in the truck it was just spinning by itself in drive haha
The way mine worked was if a tire slipped it would transfer power to the wheel that wasn't slipping but it would never really locked up and spin both tires. They are good stout units, and I liked it in the front just fine but ended up taking it out of the rear. But I could see where for prodometily snow driving that might be a good attribute.
#18
02-05-2016, 05:04 PM
#19
02-05-2016, 05:07 PM
My Ex is my first and only truck to have a rear open diff and I HATE it. All my other trucks have had tight LSD's in them that worked well. I've driven many a mile locked in 4x4 for half a year and I know what to expect from a limited slip/locked rear end. There are times i'd rather have the rear end step out to one side or the other (yes on the road) to help avoid things, or just for fun. I know how to handle the rear end stepping out and it comes natural how to handle it.
When I get around to it a Detroit try-trac will be going into the Ex. and Yes i would have made it up that little hill in my driveway with 3 wheels turning, although i purposely got it stuck in that position. Nobody was in the truck it was just spinning by itself in drive haha
When I get around to it a Detroit try-trac will be going into the Ex. and Yes i would have made it up that little hill in my driveway with 3 wheels turning, although i purposely got it stuck in that position. Nobody was in the truck it was just spinning by itself in drive haha
#20
02-05-2016, 06:38 PM
Lead Driver
Detroit lockers are indeed a great product but I found its quirks to be unsuitable for snowed over road conditions in a daily driver. Plus they eat tires like nobody's business.
Namely that going from being powered ( on the gas ) to coasting they have have a slight "bang" that on paved or dirt roads is noticeable but does not typically affect handeling, on a snowy slippery road that slight "bang" tends to cause both wheels to skid for just an instant but it is enough to break traction and get you sideways. You learn to drive it that and adapt to the handeling but I just think there are better choices. A selectable locker is my choice. I have many ARBs on several different vehicles and the only down fall I have found is the cost.
Namely that going from being powered ( on the gas ) to coasting they have have a slight "bang" that on paved or dirt roads is noticeable but does not typically affect handeling, on a snowy slippery road that slight "bang" tends to cause both wheels to skid for just an instant but it is enough to break traction and get you sideways. You learn to drive it that and adapt to the handeling but I just think there are better choices. A selectable locker is my choice. I have many ARBs on several different vehicles and the only down fall I have found is the cost.
#21
02-05-2016, 06:41 PM
I would never want a selectable locker, reason being when it's not engaged you have a open diff.
I've never had a trutrac before, but i've had plenty of good limited slips which get both tires spinning if one looses traction. I was under the impression with the trutrac that if you loose traction it locks together like a locker.
In the case of the tires spinning, 3 tires spinning has a much better chance of getting you moving then 2
#22
02-05-2016, 06:45 PM
Detroit lockers are indeed a great product but I found its quirks to be unsuitable for snowed over road conditions in a daily driver. Plus they eat tires like nobody's business.
Namely that going from being powered ( on the gas ) to coasting they have have a slight "bang" that on paved or dirt roads is noticeable but does not typically affect handeling, on a snowy slippery road that slight "bang" tends to cause both wheels to skid for just an instant but it is enough to break traction and get you sideways. You learn to drive it that and adapt to the handeling but I just think there are better choices. A selectable locker is my choice. I have many ARBs on several different vehicles and the only down fall I have found is the cost.
Namely that going from being powered ( on the gas ) to coasting they have have a slight "bang" that on paved or dirt roads is noticeable but does not typically affect handeling, on a snowy slippery road that slight "bang" tends to cause both wheels to skid for just an instant but it is enough to break traction and get you sideways. You learn to drive it that and adapt to the handeling but I just think there are better choices. A selectable locker is my choice. I have many ARBs on several different vehicles and the only down fall I have found is the cost.
#23
02-05-2016, 07:24 PM
Posting Guru
I get bangs & clunks out of my loc-rights in the SUPER ZUK 
They are much less of a locker that the Detroit. YOU DID make turns didn't you
#25
02-05-2016, 07:32 PM
Lead Driver
From Eatons website
When does a Detroit Locker lock?
The Detroit Locker is locked up 100% in a straight line or if you are spinning. The unit unlocks in a turn for the wheel that is turning the fastest.
When I step on and off the gas pedal, I hear the unit make a “clunking” noise. Why?
Because Detroit Lockers have “backlash” or “slack” between the drive and driven teeth and you will hear this in everyday use going through corners and when going from drive mode to coast mode. Also with the vehicle on the ground and the transmission in neutral you will have 1\4 to 1\3rd of a turn of lash in the driveshaft, this is completely normal.
.
#27
02-05-2016, 08:25 PM
Lead Driver
Lights are not a waste
I would never want a selectable locker, reason being when it's not engaged you have a open diff.
I've never had a trutrac before, but i've had plenty of good limited slips which get both tires spinning if one looses traction. I was under the impression with the trutrac that if you loose traction it locks together like a locker.
In the case of the tires spinning, 3 tires spinning has a much better chance of getting you moving then 2
I would never want a selectable locker, reason being when it's not engaged you have a open diff.
I've never had a trutrac before, but i've had plenty of good limited slips which get both tires spinning if one looses traction. I was under the impression with the trutrac that if you loose traction it locks together like a locker.
In the case of the tires spinning, 3 tires spinning has a much better chance of getting you moving then 2
yes both wheels can and do spin... until you are stuck and really need them to.
( only kinda joking )
anyhow, from Eatons website
Truetrac performs like an open differential. On wet, muddy, icy or loose terrain, imbalanced gear forces automatically transfer power to the wheel with the highest traction. The Truetrac limited-slip differential responds instantly to torque feedback, providing needed traction, anytime, at any speed. Truetrac differentials are engineered to work efficiently in front and rear axles and transfer cases.
#28
02-05-2016, 11:05 PM
There is no "set up" to the locker, the gears yes but not the locker.
From Eatons website
When does a Detroit Locker lock?
The Detroit Locker is locked up 100% in a straight line or if you are spinning. The unit unlocks in a turn for the wheel that is turning the fastest.
When I step on and off the gas pedal, I hear the unit make a “clunking” noise. Why?
Because Detroit Lockers have “backlash” or “slack” between the drive and driven teeth and you will hear this in everyday use going through corners and when going from drive mode to coast mode. Also with the vehicle on the ground and the transmission in neutral you will have 1\4 to 1\3rd of a turn of lash in the driveshaft, this is completely normal.
.
From Eatons website
When does a Detroit Locker lock?
The Detroit Locker is locked up 100% in a straight line or if you are spinning. The unit unlocks in a turn for the wheel that is turning the fastest.
When I step on and off the gas pedal, I hear the unit make a “clunking” noise. Why?
Because Detroit Lockers have “backlash” or “slack” between the drive and driven teeth and you will hear this in everyday use going through corners and when going from drive mode to coast mode. Also with the vehicle on the ground and the transmission in neutral you will have 1\4 to 1\3rd of a turn of lash in the driveshaft, this is completely normal.
.
I have a Detroit in the Chevelle and it's not exactly transparent, I 100% KNOW it's there. Having said that, the lighter the vehicle the more obvious it is in my experience. My F250 had one as well and it wasn't anywhere near as obvious.
#30
02-05-2016, 11:21 PM
Detroit TrueTrac
Based on the worm gear principal and works like clutch type positraction. Does not wear out, not recommended for tall tires over 33"
The only drawbacks to the Truetracs are their inability to provide lockup 100% like a locking differential can
well that rules allot of people out.