Ok, someone explain the ECTED to me.
#1
07-20-2005
Ok, someone explain the ECTED to me.
Well from what I've understood in the past, Auburn's ECTED is basically a full time L/S differential, with an electric push-button locker. This page on their website makes me think that it somehow ties into the truck's ECU and adjusts torque to the wheels based on readings from the ECU.
http://www.auburngear.com/oemdifferentials/ected/
Which one is it?
http://www.auburngear.com/oemdifferentials/ected/
Which one is it?
#2
07-20-2005
both. when it is off it is a limited slip diff. when you give it power it becomes a variable rate locker. you can set how much power goes to it to get the desired amount of lockage. or you can just set it to a switch that turns it off and on.
it can be wired into the computer to adjust, as needed, to the conditions it is in. these could be how much throttle is applied, the amount of braking, etc..
most people just throw it on a switch and the ECU wiring isnt usually someone wants to tackle.
it can be wired into the computer to adjust, as needed, to the conditions it is in. these could be how much throttle is applied, the amount of braking, etc..
most people just throw it on a switch and the ECU wiring isnt usually someone wants to tackle.
#3
07-20-2005
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07-20-2005
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07-21-2005
#6
07-24-2005
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#7
07-24-2005
Yeah I think the ECTED is a brilliant idea. Sucks to hear about your tranny, but breaking something is always a good excuse to get something new! I'm getting new exhaust because mine is leaking and caused me to fail inspection.
Anyways, anyone know anything about the install for this sucker? Will I need to figure backlash and such? or is it more of a plug and play thing?
Anyways, anyone know anything about the install for this sucker? Will I need to figure backlash and such? or is it more of a plug and play thing?
#8
07-27-2005
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07-27-2005
#10
08-02-2005
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Since I had my rear end apart already at the shop I was at, I had them throw in the ECTED for me for next to nothing. But from what I understand its fairly plug and play. Most lockers will say on the DIY (do it yourself) install. As far as backlash is concerned that is more of a gearing thing like setting it for new ring and pinion and such. I haven't had much chane to play with mine yet as to the fact I just got it out of the shop a few hours ago and I have to break the rear end in. They told me to take it easy for the first 500 and bring it in for inspection, but told me i could play with it a tiny bit like the locker on a wet street.....MANNNNNNNN!!!!!!!!!
#11
08-02-2005
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Im nt a big fan of the electric part though. and although with an ox locker you have to pull a "lever" its a really small lever. the beefiness of the ox lockers are rediculous and i actually got to pull one apart at truckfest the other day. just something about wires beng pretty vunerable just doesnt appeal to me all that much.
#12
08-02-2005
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#13
08-02-2005
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Originally Posted by Sychodemeanor
Yeah I get what you are saying and the same goes for the air lockers too with the airline and all, but look at Auburns reputation and the quality of product they put out. I'm a believer...(crosses fingers and hopes wires dont get f*ed up)
#14
08-03-2005
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#15
08-03-2005
#16
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I paid 650 for it having the local offraod shop order it for me, so I'm willing to bet that there was some sort of a markup on it. I was just too lazy to shop around for it on my own. The gears however were a different story I ordered those myself and saved about 100 bucks, so look around before you have a shop or store order it for ya.
#17
08-03-2005
#18
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Well when I had them do the gears in the rear-end they had the cheapest price around at 400 bucks...since i ordered the locker through them they only charged me 50 bucks more to install the locker and thats including wiring the entire thing up and making the switch look pretty. They did a great job and would reccomend them to anyone in the area. Not too sure if I can plug the shop, but Offroad Unlimited did all my work.
#19
08-03-2005
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#21
08-03-2005
#23
09-28-2005
Probably not unless you needed the locking function. The regular Auburn limited slip would be a better choice, and cheaper.
But it works GREAT on the street, I'm using it. I never lock it on the street though, lol. Turning is fun and quite noisy and jumpy when you do that.
And yes, it can be controlled over a wide range to get different results. Since a magnetic field is basically loading force on the multiple clutches (more than in a normal clutch-type LS), you can adjust how much "lock" you get by modulating the current. Hit it with a full 12 volts (which gives it a handfull of amps) and it locks up. Reduce the voltage (and therefore the current) and it begins to slip some. Less current, more slip. More current, less slip. A "tuneable" LS!
It is possible therefore to modify the torque-bias electrically. I flirted with idea of doing this, and even bought a high current pulse width modulation controller for it. But after using the ECTED, i'ts pretty clear that for most of us the LS is fine in it's "normal" form, and the fully locked position is EXCELLENT.
Where you would modulate it would be in a sophisticated traction control system where you want to force a redistribution of torque WITHOUT having to apply the brakes selectively. Most traction control systems can apply individual brakes to force the differential (or differentials) to apply torque to the other wheel(s). There are obvious advantages to controlling this IN the diff, instead of by applying brakes.
But it works GREAT on the street, I'm using it. I never lock it on the street though, lol. Turning is fun and quite noisy and jumpy when you do that.
And yes, it can be controlled over a wide range to get different results. Since a magnetic field is basically loading force on the multiple clutches (more than in a normal clutch-type LS), you can adjust how much "lock" you get by modulating the current. Hit it with a full 12 volts (which gives it a handfull of amps) and it locks up. Reduce the voltage (and therefore the current) and it begins to slip some. Less current, more slip. More current, less slip. A "tuneable" LS!
It is possible therefore to modify the torque-bias electrically. I flirted with idea of doing this, and even bought a high current pulse width modulation controller for it. But after using the ECTED, i'ts pretty clear that for most of us the LS is fine in it's "normal" form, and the fully locked position is EXCELLENT.
Where you would modulate it would be in a sophisticated traction control system where you want to force a redistribution of torque WITHOUT having to apply the brakes selectively. Most traction control systems can apply individual brakes to force the differential (or differentials) to apply torque to the other wheel(s). There are obvious advantages to controlling this IN the diff, instead of by applying brakes.
#24
09-28-2005
