Any movement beyond that encountered during normal driving conditions forces the differential to "lock up" and send power to both wheels while still maintaining a 1:1 differential ratio. This new design lets both gears to turn each other similar to an open differential, however, the angle of the teeth on the gears has been set specifically so that the sliding friction between them acts as the locking mechanism. Because this ratio is locked, even if one tire is spinning on ice, the other tire will be forced to turn and move the vehicle forward.Ĭurrent versions of the Torsen, like the TrueTrac, have moved away from spur and worm gears in favor of worm wheels that allow for smoother operation. The spur gears are connected with another set of side gears that lock them together in a 1:1 ratio that limits the difference in speed between the two tires. When the vehicle turns, the axle shafts will rotate at different speeds (effectively turning opposite to each other) which causes the worm gears on the shafts to rotate the spur gears on the carrier. While it may be tough to visualize, in a Torsen differential, power is applied to spur gears attached to the differential carrier that then rotate a worm gear on each axle shaft.
Toresn style differentials including the Eaton TrueTrac work on the simple principal of worm gears in that a worm gear can turn a spur gear but a spur gear cannot turn a worm gear. Once a limited slip has worn out, we highly recommend installing a Torsen or Eaton TrueTrac differential. While most limited slip differentials can be rebuilt, it's tough to justify the cost knowing that it will wear out again and again, whereas a Torsen differential does the job better and the all gear design will never need servicing.
2001 DODGE RAM 1500 SPARTAN LOCKER REVIEWS MANUAL
Just like in a manual transmission, the clutches will wear out over time and become less and less effective until they eventually provide no benefit. The biggest problem with limited slip differentials is that every time the vehicle turns and the tires are forced to spin at different speeds, the clutches are rubbing against each other and causing wear. The key to a well performing limited slip differential is selecting the proper friction plates, spring load, gear oil, and friction modifiers for the given application. An aggressively set limited slip differential will force the two tires to spin together while a lightly tuned limited slip will only transfer minimal power. In the event that one wheel loses all traction, power will still be transmitted through the clutches to the other tire up to the threshold of the friction plates. Limited slip differentials, also known as Posi or Trac-Lock differentials, use clutches and springs to increase the friction of the differential gears to prevent them from turning at different speeds. Spools are a one piece fixed design that sends power two both wheels at all times with no differentiating function. Selectable lockers use air, an electric current, or a shifter cable to switch between an open and locked differential.
Torsen toque biasing differentials use cross-axis helical gears that limit the difference in speed between the two axles.ĭetroit lockers are fixed in the locked position until a high enough differentiating force causes them to unlock temporarily. Limited slip differentials use spring loaded clutch-style friction plates to help keep the tires moving at the same speed. While there have been many unique differential designs that have come and gone over the years, the most popular locking differentials used today are the following: Locking differentials come in various forms and functions ranging from a mild limited slip found in many OEM applications all the way to a race-only spool that permanently locks the wheels together and has no differentiating function.
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