How does limited slip work? - Car Forums

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36 messages, Last post on Apr 05, 1999 at 10:53 PM

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#17 of 36 limited slip diffs by polsen

Sep 01, 1998 (10:49 pm)

A limited slip diff will spin one wheel if there is no traction to one wheel as on Ice or up in the air. It will tranfer power to the stronger traction wheel only if the other wheel still has some traction left. Its a trade-off to allow cornering without dragging a tire vs an open tranny. Only a full locker will not spin a free wheel.

#18 of 36 Get limited slip on new Silverado?? by kent123

Sep 07, 1998 (2:48 am)

I'm about ready to order a '99 Silverado LT 2WD Ext. Cab. It will be used for around town, light hauling and boat/jet ski trailering as well as some hunting trips. Should I get the limited slip?

#19 of 36 cobra98 by cobra98

Sep 07, 1998 (4:27 pm)

I would say "yes, get the limited slip". I'm wondering if anyone can give a valid argument as to when one should "not" get limited slip if it's available. The only valid reason I can imagine is that the individual might not think it's worth the $100 (or whatever it is) for the option.

#20 of 36 kent123 by cobra98

Sep 07, 1998 (4:28 pm)

After re-reading your post, I'd DEFINITELY recommend limited slip. Since you will be launching boats/jet skis you will want as much traction as possible. I've seen plenty of real slick boat launch surfaces.

#21 of 36 limited slip discussion sources by polsen

Sep 08, 1998 (8:52 pm)

In the source referenced above:Http://www.dynatrac.com/dyna4x4.html
is the following discussion:
"Many brands and styles of posi devices are available for different types of axles. They all share one
common characteristic that helps them give more power to that wheel on ice we talked about earlier.
Essentially posi units use clutches inside the device that press together when power is applied to the axle.
This forces both wheels to try to spin at the same speed. However the main drawback to posi units is that
they can only overcome a certain amount of traction difference between the 2 wheels. For example if we
had one tire on ice as before and the other on dry pavement the posi would probably get us moving. But,
if the truck was pointing up a sharp hill or the tires were in a small rut we would probably remain stuck.
The reason is that even with power applied, the clutches would probably slip before the wheel on
pavement would begin to turn"
I hope this answers the original question. I am surprized that no one more experienced than I jumped in. Maybe its no worth getting flamed.

#22 of 36 posts 17-19 by polsen

Sep 08, 1998 (8:59 pm)

In regards to the desirability of a limited slip in the above referenced web site:Http://www.dynatrac.com/dyna4x4.html is this interesting opinion.
"Most posi units are designed to try to keep both wheels turning, but still allow one wheel to turn slower
than the drive shaft in order to allow the vehicle to corner smoothly on the road. For better traction a posi
unit is always superior to the open differential. They usually require a special lubricant or additive in the
gear oil to function correctly and will become less effective as the clutches wear out. However, most can
be rebuilt for a reasonable cost. Keep in mind that a posi in good condition will likely cause the vehicle to
fishtail and slide to the outside of a turn on very slippery surfaces like snow or ice, so use caution under
these conditions. There is no substitute for prudent driving."
I have a 95 Jeep cherokee with a limited slip and haven't noticed any fishtailing but then I did't know until now that it was a possibility and my memory is not that good. 8:) happy four wheeling.

#23 of 36 Jeremy by Jeremy

Dec 16, 1998 (6:01 am)

I have a 1998 Chevy 1500c pickup. I like my truck and it's small v-8 for towing my boat, but have a traction problem at several ramps I use. Am thinking about trading it in for a 4x4 with a locking rear end, but after reading these posts, I am wondering if I can get an aftermarket locking differential installed, and whether it is likely to work well. Any experience with this, and what kind of costs might it entail and where to look for the kit? Thanks in advance.

#24 of 36 aftermarket lockers by polsen

Dec 19, 1998 (5:10 pm)

Four Wheeler Mag listed the aftermarket sources on their on line Mag. See http://www.fourwheeler.com/gear/srcgd98/index.html
You can also look up your local 4x4 shop in the yellow pages. My town (Salt Lake City) has several 4x4 equipment shops including Mepco and several shops who install and switch axles. Also search the internet through your favorite search engine for "4x4" or "four wheeling" or "locking transmissions".

#25 of 36 Hope this helps by quadrunner500

Dec 30, 1998 (7:46 am)

Locking-axle is a misnomer. What they are referring to is a limited slip differential carrier. The carrier is the part that the big ring gear mounts on. Inside it are 4 planetary gears that connect to each axle and the drive pin. When the wheels are turning at the same speed, the planetary gears are stationary. But when one wheel turns faster than the other, the gears begin to rotate in opposite directions. If you jack up the rear end, turn one wheel by hand and the other will turn opposite on a regular differential. On the locking, same but you will feel some resistance. Now start the engine, put it in gear, wheels turning slowly (still on jackstands).If you grab one wheel by hand and stop it, the other will keep turning if you have a regular differential. But if it tries to rotate you with it, you have the locking. But the difference is only slight, because the clutches that make it possible are tiny. The limited slip carrier is just like the regular kind, except that it has tiny friction clutches, which work to minimize the tendency of of the planetary gears to rotate in opposite directions. If you don't have one, no big deal really. But if you want one, you just replace the carrier at about $325. The Chevy GMC dealer you could get to do this for you, parts and labor $650 I'm guessing. Axle shops can do it also, but be careful. You get what you pay for. If you use the Chevy (Auburn) differential instead of aftermarket, you won't need to re-shim for correct backlash, key to quiet running. Locking axles are useful on ice, or a slippery boat ramp, but don't expect too much. When you overcome the friction of the clutches, the planetary gears will counter-rotate, and one wheel will spin wildly while the one with the good traction sits idle, just like a regular axle. The key to remember is that your traction is no better than lesser of the two wheels. One wheel on ice, one on dry cement, both might as well be on the ice. Locking axle only slightly better. Same thing on the front end. Four wheel drive is really just one driving up front, one in back, but it can be either one, with traction only as good as the traction of the lesser.

#26 of 36 sierra&axles by tungle

Jan 14, 1999 (2:51 am)

After I visited the dynatrac web site, I wonder
which axle (GM10, 12, 14, or ???) are being used
on the '99 Sierra/Silverado. Anyone has any info
on this?
Thanks,
Tung

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