Glasshog

I'm presuming this is the same as limited slip. The reason I ask is that last weekend we were cutting firewood, and I got the truck stuck. My brother-in-law told me that only one side was spinning on the rear. I paid extra for this option, it should work, right? Is there a way to test it aside from hooking up to a tree and pulling?

ajpulley

It is a helical gear type limited slip, not a clutch type limited slip. Knowing how it works would help you to know what to expect. It is NOT a locker, so don't expect it to act like one. Look at Eaton's website for the Truetrack, and read how it works. Though it isn't from American Axle, the manufacturer of our axles, it works the same. The amount of anti-slip is based on the bias torque input, or the amount of resistance, from the wheel without grip.

It's more for a little added help with traction while driving on the road.

coolbreeze

I'm reading that people are applying a little brake pressure to help the diff transfer power to both wheels. I haven't needed to try it yet. Good luck.

doug60

Its almost useless in any condition, other than equal resistance on both wheels. IMO

Glasshog

So, what's the point then???

louddodge

I agree they are useless. The only time they do anything like a locker is when they are on dry ground. Found out the hard way myself and a little brake pressure did not do much to help.

ajpulley

Did you read the .pdf file...? The point is to allow the handling characteristics of an open diff, without the affects of a locking diff, or a spool.

In my Jeep, I put an automatic locker in the front. It acts like a locking differential because, well, it is one. When driving on a road and entering a turn, for example, it locks both axle shafts when the inside, or slower spinning, shaft has no input bias. So, say you enter a curve and reduce fuel, the differential unlocks. Then, when you exit the turn and depress the throttle slightly, both shafts lock because the driveline torque is overcoming the input bias transferred to the inside shaft from the road. It's better understood if you had the axle up on jacks and turned the tires by hand. A limited slip just won't work that way because it wasn't designed to. It's simply an non-computer controlled traction assistance device that won't ware out unlike a clutch-type limited slip diff. There is an adverse effect while driving on the road with a locker; however, which is it's handling characteristics that you don't feel with a limited slip.

In your case, it's not spool, and it's not an automatic locker. It's for light traction only: fetching-groceries-on-a-Sunday-with-a-hint-of-frost-on-the-asphalt kind of traction. That's it. Forget it's there. Consider it a lesson learned, and you'll know not to spend the extra for it on the next truck.

Glasshog

Sorry AJ, but it sounds like a crock of $hit to me. Not your description, which sounds informed, but the whole system. I didn't pick this truck because it had what I thought was a limited slip, but it was a factor in my decision. My bad I guess.

ajpulley

Ya, I agree. Considering the average drivers of 3/4 or 1 ton pickups are men (no offense meant ladies), whose pastimes are getting these trucks into some of the most unpredictable (or predictable to us, but not by truck engineers) places, circumstances and situations, a limited slip on a four-wheel drive truck is similar to equipping a military solder with an impact-resistant water pistol and a spare 8oz Poland Springs bottle with fluoride and vitamin C added, and a quick-flip sippy top for fast loading. In fact, most day-to-day excursions in the back of your property could warrant the addition of one locker. Never mind the times when you need to throw chains on your tires of your locked four-by-four just to get up the logging trail to the work site. Given, if these were minivans, with third-row-seating, lollipop holders, and optional driver-assist parking technology, a limited slip differential would be in order.

Given that Chrysler didn't actually make these rear ends, but that American Axle did, I suppose there's no blame to be placed on the truck manufacturer. Or is there? Choosing another axle manufacturer set aside, maybe, just maybe, Chrysler could have offered us an electric locker in the front, since the Power Wagon and medium duty Rams use the same axle.

If Chrysler wants so badly to one-up Ford and GM, you would think it would listen to drivers. Offering the only medium duty pickup with an available locking front (or rear, for that matter) axle would put Ram 2500/3500 pickups in a class of their own. I would have paid the extra for that as a factory option.

Dglass89

i put a detroit true trak in mine and i love it

gandrews

ajpulley
"Chrysler could have offered us an electric locker in the front" "I would have paid the extra for that as a factory option."

Plus one on that - I have had the same problems noted in this thread.

I have thought about putting a locker in the front and found that Eaton has an electric locker and I have seen some AAM electric lockers advertised on EBAY.

Has anyone put one in the front axle & were there any problems with the install?

Thanks,

George

FOXY005

Maybe this will explain it a little better


The following is a S.T.A.R. Center Case Report:
Report created Jan 6 2004
Updated Jan 13 2004

Customer says his trac-rite rear diff is not working?
GCK1: 01/06/2004
Recommendation/Solution
Review AAM Trac-rite diff characteristics. Rear diff is working or truck wouldn't move. It will overrun like standard diff if operating on extreme differernces in surfaces. (Ice under one rear tire with other tire on dry pavement.) No further action.
:GCKI:01/06/2004
The 2003 heavey-duty Ram uses and American Axle helical differential or Trac-Rite. The Trac_Rite differential is different then Trac-Lok in that it uses helical gears (Trac-Lok uses clutches) to transfer power to the opposite wheel when slippage occurs. The transfer of power from wheel to wheel is torque sensitive and must have both wheels spinning (not stationary) to function. It is possible for the Trac-Rite differential to not send power to a wheel if is not spinning. Example: Accelerating from as stop and one wheel is on ice and the other on dry pavement. If accelerating to fast, the wheel on the ice may spin and never send power to the whell on the pavement side. A slower start may be necessary to start the vehicles momentum.
A written test procedure for Trac-Rite is not listed in the repair manual and the following points should be noted:
Testing the Trac-Rite differential while the vehicle is lifted and turning one wheel by hand, the opposite wheel will turn in the opposite direction. This is normal.
If the Trac-Rite assembly has and internal failure it will lock axles 100% side to side.
To test the Trac-Rite process, raise vehicle on appropriate lift, place into gear and accelerate quickly (hard launch). A second technician will witness both wheels turning at the same speed at the start of the acceleration.
Another test for Trac-Rite is to slowly drive vehicle in an open area and completely turn wheels to one direction and accelerate hard.. The vehicle will experience tire hop or shudder. This is normal. Trac-Rite differentials do not require friction modifier and should be used only with SAE75W-90 GL-5 synthetic fluid PN 05102232AA.
The Trac-Rite differential found in the American Axles may look like the helical gears have ground away the case. Six small half circles are noticable on the side of the differential opposite of the ring gear. These openings are desinged for oil flow and are not the result of the helical gears grinding through the differential. Please do not replace the differential case or any other part of the axle due to these openings.
Note: All American Axles require Mopar lube part# 05102232AA synthetic and does not use a friction modifier.
RAB40: 01/13/2004

AH64ID

People put entirely too much confidense in a LIMITED slip.. Its limits the slip, not reduces it.. It has to be a Limited slip to maintain streetability, unless its a selectable locker (ARB, thou one hasn't been released for the 11.5 yet)..

The OE LSD in the AAM is the best factory LSD on the market.. To those that aren't impressed I am guessing you haven't ever driven a different LSD.. None of them work when you are stuck, but neither does a true locker.. (or you wouldn't be stuck!!) and actually a true locker is worse in the stuck department, because when you get stuck your stuck worse...

The AAM LSD does need some traction and motion to properly operate (hence no good when stuck)... but it does much better than most give it credit for.. and thank god its not a clutch LSD, IMHO those are dangerous.

louddodge

This diff. is way better than the one I had in my Ford, but neither one beats the diff. in my old Chevy that was a locker. If you know how to drive them you can take a two wheel drive truck in alot of places a four wheel drive can as far as flat and slick anyway.

AH64ID

Yes the GOV-LOK is a locker, but a weak temperamental locker that rarely worked as advertised.. and the differential rpms required to engage it was HUGE. That and the GOV-LOK is SCARY on slick roads..

There are only a few diffs I will run on my rigs, open, selectable, or a helical gear setup.. everything else is more of a hazard to me than a benefit.