Most vehicles on the road today have some sort of differential fitted in the drive axle. As you go around corners the inside wheel always spins slower than the outside wheel because it has a shorter path to take. If the two wheels were solidly connected, the inside would skid around which leads to accelerated tire wear and unpredictable handling. You don’t want to deal with that every day, so a differential is installed to allow a split in speed between the two wheels. Car guys prefer maximum traction at all times but a lot of stock vehicles come from the factory with an open differential.

On an open differential, four spider gears send power between the two wheels. As you go around corners, the spider gears are constantly turning which allows for a difference of speed. And while that’s great for a commuter car in ideal weather, but not so great in low-traction situations.

That’s where a limited slip differential comes into play. It helps better distribute the power between the two sides. We’re going to cover some of the most popular types.

A clutch-type limited slip is what you’ll find in most American muscle cars from the ’60s and ’70s along with other rear-wheel-drive cars. Depending on the manufacturer, there are a lot of different trade names: Posi trac, sure grip or track loc but they all work the same. Behind each spider gear is a series of clutch packs and there are springs in the center that push out against the clutches. The clutches slip just enough to allow some difference in speed while you’re cornering. But if you ever get stuck with a limited diff, both wheels will be spinning.

If you own a full-size GM truck that’s labeled as having a locking differential, it’ll have an Eaton G80. It’s called a locker but it’s different in terms of a “traditional” locker. It’s actually more similar to a clutch style limited slip. No matter what application you have, there’s a differential out there that’ll work for you.

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22 thoughts on “Difference Between Limited Slip Differentials”
  1. All I know is I have a 16’ RAM 2500 6.7L 4X4 Laramie Longhorn with the “anti spin” differential. (Verified via window sticker and VIN lookup.)

    Anyway, I turn traction control off, power brake to ~10psi and then let her eat.

    Driver side leaves a DARK strip while the passenger side leaves a much fainter one.

    Reason I’m here…

  2. Put a 69 Chevelle 2.56 8.2 posi rear under my 69 GS last week, filled with GL-5 and 1 4oz of GM additive. Only when moving slowly, and turning, she fights me back there, loud pops n crunches, can feel engage and coast, get back to going straight, can punch it, cruise it, not a peep with a 455 pushing it.. Not sure if should try another jug of additive or pull her apart to peek. Looking at spider gear sets, Nitro was only brand that did not say for specific carrier, Yukon saud only for their carrier, of which they claim, could be under her, not sure on how to tell.. Also since would have apart, carbon fiber clutch packs.. See some with the fiber on the geared set, and some on the eared sets, not sure if one better than the other.. where the frictions are.. getting too old for this.. only ever had 1 rear let go and replacement went in without issue, this time, loads of fun… think hard parts, or additive issue? will know if get her up tomorrow..

  3. g80 is not what that locker is called. g80 is gm's rpo code saying that the vehicle has either a locker or lsd. that is a eaton gov loc and no its not a lsd, they lock up and split the power 50/50…..

  4. You'd mostly see 60's and 70's muscle cars with clutch pack type umm what? That and continually over the years on such rarely seen cars like ford mustang's, explorers and countless others up to present haha. There are other types since the 60-70's however the clutch type continued to be used. There are aftermarket and now factory equipped cone type, all gear one like say a auburn torsion but the earlier style didn't drop to obscurity especially as OEM.

  5. A video about the difference between Limited Slip Diffs, and you only showed one type.
    What about cone type diffs, or gear type like Torsen and Quaife, or Viscous, or even electronic?

    You can't talk about differences without at least talking about the other basic options.

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