Whats the best type of l/s to buy?
#1
#7
Get a Detroit Tru-Trac.
It's gear driven. It will not wear out over time like the Auburn, Eaton, & factory Trac-Loc. The Tru-Trac doesn't need any fiction modifiers added to the gear oil like the clutch-style limited slips.
I had an Auburn Limited Slip up until recently when it died on me. It was aggressive as hell for about the first 50k miles. The last 30K or so was not real good- one wheel peeling a lot. But the really bad thing about Auburn's limied slip is that is non-rebuildable. Once all the friction material is gone, you're back to the one-tire-fire.
At least the Eaton limited slip is rebuildable with plate style clutches in the carrier. The factory Trac-Loc is the same basic design. I can't comment on how aggressive the Eaton is, and the Trac-Loc can't be too tight or else people would complain that their truck is chirping tires around corners.
My Auburn did this bad, but I liked how it hooked up off-road for the most part. Really aggressive limited slips have basically all the drabacks of a locker on the road (chirping tires, terrible low speed steering in snow) and all the drawbacks of a open off-road (free-spinning tires off camber, decresed traction).
If you're stuck on getting a limited slip, get the Detroit Tru-Trac and forget about it. It'll spin both wheels some of the time.
If you are at all worried it won't give you enough traction, go straight for a real positive locking differential (like a Lock-Rite, No-Slip, No-Spin, ect.)
It's gear driven. It will not wear out over time like the Auburn, Eaton, & factory Trac-Loc. The Tru-Trac doesn't need any fiction modifiers added to the gear oil like the clutch-style limited slips.
I had an Auburn Limited Slip up until recently when it died on me. It was aggressive as hell for about the first 50k miles. The last 30K or so was not real good- one wheel peeling a lot. But the really bad thing about Auburn's limied slip is that is non-rebuildable. Once all the friction material is gone, you're back to the one-tire-fire.
At least the Eaton limited slip is rebuildable with plate style clutches in the carrier. The factory Trac-Loc is the same basic design. I can't comment on how aggressive the Eaton is, and the Trac-Loc can't be too tight or else people would complain that their truck is chirping tires around corners.
My Auburn did this bad, but I liked how it hooked up off-road for the most part. Really aggressive limited slips have basically all the drabacks of a locker on the road (chirping tires, terrible low speed steering in snow) and all the drawbacks of a open off-road (free-spinning tires off camber, decresed traction).
If you're stuck on getting a limited slip, get the Detroit Tru-Trac and forget about it. It'll spin both wheels some of the time.
If you are at all worried it won't give you enough traction, go straight for a real positive locking differential (like a Lock-Rite, No-Slip, No-Spin, ect.)
#9
#10
I wonder how well the locking function of the ECTED works after the limited slip function has become worn?
Some people have said the ECTED is a tight limited slip that gets even tighter when you activate the locking mechanism...ie there is no positive locking to it?
Whatever the case, I wish I had one. They look really nice.
Some people have said the ECTED is a tight limited slip that gets even tighter when you activate the locking mechanism...ie there is no positive locking to it?
Whatever the case, I wish I had one. They look really nice.
#11
#14
#15
#16
Yeah, the Lock-Rite is a real locker. It will never let a wheel stop spinning unless the thing breaks.
The reason it is comparable in price is because it is a "lunch-box locker." It replaces the side and spider gears in your existing open differential case. You shouldn't even have to remove the carrier from the truck to install it, saving money.
Remember, if you can't set up a ring and pinion, you should budget an additional $150-200 for installation of the new limited slip carrier (because they all replace you're open carrier.) Some lockers also replace the carrier like the legendary Detroit Locker aka No-Spin.
The reason it is comparable in price is because it is a "lunch-box locker." It replaces the side and spider gears in your existing open differential case. You shouldn't even have to remove the carrier from the truck to install it, saving money.
Remember, if you can't set up a ring and pinion, you should budget an additional $150-200 for installation of the new limited slip carrier (because they all replace you're open carrier.) Some lockers also replace the carrier like the legendary Detroit Locker aka No-Spin.
#17
Originally Posted by seminaryranger
The reason it is comparable in price is because it is a "lunch-box locker." It replaces the side and spider gears in your existing open differential case. You shouldn't even have to remove the carrier from the truck to install it, saving money.
#20
Originally Posted by seminaryranger
Some people have said the ECTED is a tight limited slip that gets even tighter when you activate the locking mechanism...ie there is no positive locking to it?
A powertrax no-slip will give you LOCKING, not limited slip, and a quiet, near-rachet-less street operation. Going with a lock-rite would be cheaper, but a little louder. If you're dead-set on a limited slip, a gear-driven one like the Detroit true-trac or a Torsen unit will be your best bet. A torsen costs in the range of $400 I think. A lock-rite is in the $250 range.
#24
Unregistered User
Posts: n/a
Originally Posted by rebel3.0
So have you heard anything bad about the powertrax? or the Lock-Rite ?
I use and Eaton now, seems very reliable. 20,000miles of severe abuse on the street, hasn't flinched on me yet.