wut is the difference between a limited slip and a no slip and which one is better for my 4x2

 

where did you hear the term no slip???

if you're referring to a Powertrax no-slip, it's a traction device that acts somewhat like a locking rearend, until you get in a turn and a spring loaded tension releases your outer wheel to assist in the turn...
this device is just an add-on for an open rearend carrier

a limited slip is a type of rearend, just like an open. it uses clutch plates, or worm gears, depending upon model of carrier to bias torque in limited traction situations

 

the no-slip doesn't "act somewhat like a locking rearend" it is a locker. it is a more advanced form of the powertrax lock-right. it is a drop in locker which installs in the carrier replacing the spider and side gears for full automatic locking action. it acts just like a locker, only the no-slip is much less noticeable with almost none of the quirks that the less advanced lockers have which makes the no-slip more desireable than the older style.

 

i'm not trying to argue, cuz i've watched your posts and you seem to know your **** quite well, but doesn't the no-slip use the spring set-up to release traction when turning?

this is as quoted from Richmond Gear
Powertrax Lockright & No-Slip The Lockright Locker operation is fully automatic and designed to send power to the wheels. When driving straight, the Lockright will lock the axles together similar to a spool. However, when the wheels need to differentiate in a turn, the Lockright will allow the outside wheel to rotate faster to complete the turn. The internal gears on the Lockright will overrun each other to allow this differentiation. In most vehicles, you will hear a light clicking noise as the gears are overrunning themselves. When operating off-road, the Lockright will always send power to both wheels. For example, if you are rock crawling and one wheel is in the air (complete loss of traction), the wheel on the ground will receive the power to keep you going. This is normal of most lockers on the market today. Whether it is snow, sand, mud, ice, etc... Lockright will give you the traction you need.

that's not a locker...that's a modified limited slip...

 

No Slip is a locker, not a an LS. It's an automatic locker (as opposed to selectable), but that has nothing to do with LS.

I had one, and as long as you are on the gas, it's locked. It's NEVER an LS, never acts like an LS....it's either locked, or open....nothing in between like an LS.

 

so you're saying if i'm on the gas while i'm in a turn that thing is locked?
There's no way!

Like i said, it's just a modified limited slip! yeah, you just replace the spider gears and side gears in your open rearend, but think about it man, it's just a new form of limited slip...it uses springs and cogs instead of clutch packs or worm gears, like other limited slips

 

Yes, if there is torque applied (ie gas) to the No-SLip it is locked. Beleive me, I had one for almost 2 years before my Eaton Elocker.... it makes donuts and turns fun! Also snaps axle shafts in the snow at Centralia...but that's another story!

I usually shifted on turns, that was my way of "adapting" to the No-Slip.

I't not a Limited slip. A limited slip is NEVER open or locked, as the No slip is. The No Slip is an automatic locker, lunchbox locker, whatever....the fact is the axle is LOCKED when torque is applied. In no way does it act like an LS.

 

i installed a no-slip in my rear. it is definately not like a limited slip. it only unlocks when the rear wheels try to turn at different rates AND you are not on the gas. if you give it gas around a corner it stays locked and gives 100% torque to both wheels, unlike a limited slip, which no matter how much gas you give it around a turn both wheels will never be fully locked.

 

well thanks for the info but which would you guys consider better to have for offroading

 

Locker is better for hardcore offroading.
However it can be bad on ice or snow because instead of one wheel slipping
both will slip and your rear end goes sideways.

You might want to visit "how it works" for more info.

Powertrax is definitely a type of automatic locker. Its just more road
friendly than the full lockers ie detroit.

A ls if one tire is in the air.. chances are you wont be moving
unless you have momentum in your favor.

some people may be confusing the no slip(locker) with a Spool

Lockers arent spools.

 

Maybe you won't move if your ls is worn out , but if the clutches are good , you will move. The clutches aren't a hell of a lot different than the clutches in an auto tranny. If they are worn they slip. Just like a transmission you can improve things. I plan to increase the # of clutches in mine and have the strongest spring I can get.

 

I read once that it only takes something like 25-50ft/lb to overcome the clutches... if you are on a rock that aint gonna move ya if you have one tire with 0 traction ie. in air. The torsen ls being a bias would be even worse
in that situation if I'm not mistaken.

A locker you get 100% torque to both tires.
Rand

 

Ok , we can put one wheel up on a jack stand , and you can stand in front of the truck when I rev it up and pop the clutch. That would be the empirical test. And why would I want to high center on a rock? I forgot the reason why I would want to do that. If it will leave two black marks on the pavement it might take a little more torque than 25 to 50 ft#'s to overcome or you'd still have only one black mark that was shorter because the L/S was helping some on the other side.

 

i would say the no-slip would be better offroad, mostly because it performs better offroad. the no-slip has awesome street manners, i don't even notice it there. i have never installed a limited slip but i can't see it being easier than the no-slip, that thing was a piece of cake to install.

as far as performance in the snow i have no problems at all. you just have to be a little easier on the gas in the snow, but it still works great.

i say no-slip all the way; you won't have to worry about replacing clutches down the road.

 

yes, take a closer look at some of the exploded views of it and how a locker actually works and you will see that if you are on the power it will be locked in even in a turn. when you are on power the crosshaft in the diff is putting full pressure on each of the drivers which has the teeth locked to the teeth on the couplers which have the axleshafts locked into them. with the crossshaft giving full pressure (on the gas) to teh drivers there is no physical way for them to unlock and the wheels to diferentiate.

no, it is not a limited slip of any form. a limited slip, even the gear driven true-trac (no clutch packs) is still never mechanically locked by design. a locker actually mechanically locks both axle shafts together in the diff giving even power to both wheels no matter what the conditions. the limited slip NEVER mechanically connects the axleshafts. by its design, even the gear driven L/S units, cannot lock them mechanically, they can only give pressure to each side until the pressure they give is overcome and they slip, hence limited slip. if you are thinking of something that never unlocks to allow differentiation that would be a spool which physically locks the axleshafts together and to the ring gear allowing no differentiation ever. the statement you quoted from richmond describes exactly what a locker does. and yes, you probly wouldnt be highcentering to get one air in the wheel, however if you are crossing somethign and have the truck totally flexed out one tire could be off the ground and the other three still on (say you drive at an angle down into a ditch or something and the front tires are on the ground and you are tipped enough so that one of the rears is on and the other is off) with a L/S try leaving one tire on teh ground and putting the other up on stands, you should be able to turn the one in the air by hand with a good amount of force. if you can move it by any amount of hand force, even everything you can give it, it would still be moving from less force than it will see in any road conditions.