i think i remember reading somewhere that a LSD diff is harder on axles than a locking diff, sorta makes sense to me.
EE truetrac's and other diff's
- Thread starter no694terry
- Start date
I could see a Detroit Locker being harder on axles than a selectable locker, but not a TT. With a DL or ARB, you could concievably have almost 100% of available torque on one axle, it would be pretty hard to achieve that with a TT, and the TT's action is very smooth.
no694terry said:
:rofl:
ARB= end of discussion, especially if you are willing to spend 1k on a LSD type diff.
I've never had a TT or Detroit only ARB's so I can't comment on them but I know I love my selectable ARB's as my D1 is my daily driver plus offroader. I do have HD axles. I have not had any ARB or axle issues and only use them if absolutely necessary on the trail. Very rarely the front ARB. They are worth the extra money and peace of mind on some of the difficult Utah and Colorado trails I do.
100% of "weight" could be on one wheel with an ARB yes but its a constant torque, not a snappy torque like a detroit or LSD would put on as it engages. thats just what i'm picturing but probably wrong
Yes, you're wrong. Not all LSD's are snappy. Torsen types, and viscous couplings are very soft in their "engagement". In fact, it would be hard to even say how a Torsen would engage... it's just always there. It's locking action is proportional to the input torque.
yes, it is wrong.no694terry said:
TT is not going to put out some "snappy torque." It is as smooth as they come.
That said, the most common cause of axle breakage is uncontrolled wheelspin - when a madly spinning wheel suddenly lands on the ground, the axle goes pop. It is less likely to happen with a TT, and nearly impossible with a full locker, automatic or selectable. But I've broken a Dana 44 axleshaft with an automatic locker for the single reason of having nearly 100% of vehicle weight on one rear wheel.
Unless you're realling giving her hell, all 4 wheels are spinning, and 1 of them finds traction.
R_Lefebvre said:
then how about detroit's, i assume they market their new lockers as "soft lockers" because the old style were to hard on axles
Nope, when only two wheels are spinning.R_Lefebvre said:Unless you're realling giving her hell, all 4 wheels are spinning, and 1 of them finds traction.
A ridiculously common occurence in rutted hillclimbs in SouthWest.
You're saying that axle breakage is most common on open diffed trucks, on rutted hill climbs? That in a similar situation with lockers or LSD and stock axles, the axles are less likely to break?
I guess I can buy that. Lockers are easier on axles than giving her hell with open diffs. I just tend to go easy with open diffs, and then pull winch cable more often. I don't see any shame in it.
99% of breakage I've seen with open diffs is the center pin in the open diff. That is your weak link in that situation.
As for a Detroit. It spends more time locked than unlocked. That is why I like to describe one as a Detroit "unlocker".
As for a Detroit. It spends more time locked than unlocked. That is why I like to describe one as a Detroit "unlocker".
p m said:Mike, some 4x4s actually have decent differentials
Let me clarify brakage on Land Rovers:victory:
Detroit Locker will often break - the shock load may be too much for fine "teeth" on the side plates.KyleT said:
Cheap-ass "lunchbox" version of Detroit (using stock carrier) won't break - it has a lot coarser "teeth" on side plates, but it is ugly on the street.
TrueTrac is not likely to break. But I don't know many people who broke axleshafts with TrueTracs, so I can't say anything.
