I bought my first dodge. 06 Ram 2500 with Cummins and 4sp auto 4X2.

I notice on the window sticker it has a anti-spin diff and a 11.5 rear end. What is the difference between anti-spin and limited slip if any?
What is the axle ratio of a 11.5 rear end?

 

Hi

The anti spin is a limited slip type differental. Others on this forum are less than happy with it's ability to transfer power to both wheels in slippry conditions. The manual suffests that if only one wheel spins you can apply the parking brake to load up the clutches and get it to hook up. I have not had a chance to need the limited slip capability on mine yet so I can't tell you how good it works.

Congrats on the new truck!

jim b

 

For axle ratio, you can look at the window sticker. It will call out 4.10 gears if that is what it came with. If it says nothing, it is 3.73's.

There is supposed to be a sticker in the glove box that states what gear ratio the differentials have, but my 06 doesn't have the sticker.

 

The "11.5" refers to the ring gear diameter of the rear axle, its 11.5 inches in diameter. Why the put this number on the sticker make no sense to me, just confuses people. The axle gear ratio should be listed on the window sticker.

The "anti-spin"(put in for the same purpose as a limited slip differential, just a different name), in my experience is totally worthless, DO NOT BUY IT. You can install an aftermarket selectable locker for around $100 more than the "anti-spin" option and the aftermarket locking differential will outperform the "anti-spin" all day long.

Here is the manufactures page with a link to the 11.50 AAM rear axle (scrol down to the 11.50). http://aam.com/technology/tech_prod_dl_rearaxle.html

Here is a link to the "anti-spin", but don't believe the hype it doesn't work very well.
http://aam.com/technology/tech_prod_dl_diff.html#TRO

I believe the dodge rams have the the Trac Rite GT installed for the "anti-spin" option. Terrible thing, the old Dana limited slips worked way better.

Good luck.

 

Don't believe everything you hear and read.

The anti-spin works just fine in most trucks and performs quite well when you understand it. It is a different animal than the limited slip so comparisons don't work well. In certain areas it will out perform the LS diffs and works quite well with the Cummins as it is a TQ bias system. In other areas it is not as good as a LS or locker.

You cannot yet buy a different system for 11.5 AAM rear axles so you have a choice of open diff or anti-spin. The anti-spin is a lot better than the other option. If it doesn't work, well, thats what the WARRANTY is for and make the dealer fix it.

Gears are more than likely 3.73's. If your rpm's are around 2100 at 75 mph thats what they are. The 4.10's would be more in the 2400 range at 75 mph.

Good luck and enjoy.

 

Yea, the window sticker did not specify axle ratio as far as 3.73 or 4.10 and I have looked for the sticker in the glove box, but did not see one. It does right around 1800 at 65 mph give or take. I asked the salesman about that when I was in the process of buying, however, I think my kid knows more than he did.

 

You have 3.73's if it runs 1800 rpm at 65mph. I think the window sticker only says 4.10 because that is an option. 3.73's are standard and are not listed on the sticker.

I agree with no_6_oh_no about the LS. Personally I think it works fine, but I only drive in the snow, no offroad.

 

what is with these sales people. I have yet to find one that can answer a single technical question about these trucks. I know I can ask their macanics, but that is not always easy.

 

Looks like most of your questions were addressed , however I would like to make a comment on this one.

Did Dodge use the term "Anti-spin" on the second gen trucks? Yes, I believe they did. So, yes, "Anti-spin" and "limited slip" mean the same thing. The big difference is Dodge changed axle vendors in '03. The were using Dana axles and changed to American Axles (formally Saginaw Gear).

The AAM 11.5 uses a "gear type" differential as its "Anti-Spin" design. It works fine as long as you are on pavement. Both wheels need traction for it to work. IMHO, this is a horrible choice for driving offroad. I know, I know the civilian Hummer H1 is using the similar Torsen T2. (many of them are complaining also). There's a pretty good explaination on the different types here:

http://auto.howstuffworks.com/differential10.htm

I use my truck for work, ranching and driving down the Texas coast (imagine deep soft sand). It needs to be competent in those off road conditions. So far, it has let me down.

Been there, done that. There's nothing to fix. It is part of the design. I'm hoping the addition of the front E-locker will make perform better. Lately if I'm making a beach trip I take the wife's Suburban. Much, much better in the sand.

 

Bigdav160, I respectfully submit ANY 7000+ lb truck is going to have some problems in the conditions you describe.

Even the Dana with a limited slip is not going to perform as well as a locker in certain conditions. Been there done that. It doesn't take long to torch a Dana limited slip when the truck is hung hard enough.

The reality is these trucks are not built for extreme off road use. Thats what the power wagon model is for. Now if we could just get DC to merge the PW and HD we would have the GREATEST Dodge ever built. The complaining that they get stuck in extreme conditions is unwarranted. You have to know your equipment well enough to decide if it is suitable for the application. It it isn't and some thing bad happens, well, Chris Ledoux said it quite well "we gotta 5 dollar fine for whinin'".

On the other hand, there are some trucks that an obvious problem. One wheel on ice and one on dry and the truck won't move. There is a mechanical problem some where and that is what I meant by get the warranty to fix it or pay for it out of pocket. The whole anti-spin bashing has gotten out of hand to where ALL the anti-spins are junk and they don't work ever. Thats BS. Mine, and lots of others, work just fine within their design limits. I LIKE the way the anti-spin works for over all use, but, I also realize it ain't a locker and there are situations it will not work.

Ok, over.

 

I believe they list the 11.5" axle on the 2500's that are diesels. The hemi trucks only have 10.5" ring gear, as they aren't putting as much power to the ground.

 

Wow, then the AAM unit must not function AT ALL, because my factory LSD is a worthless piece of crap. It's looser than a goose, even with dino lube and no friction modifier at all. I said screw it and went back to synthetic and just assumed I will not have any LSD function until I replace the whole thing with an Air Locker or Detriot Locker or a Powr-lok or somesuch.

Cost cutting chaps my butt big time.

 

Again, Thanks for the replies. I bought the truck because I carry alot a crap back and forth from the ol' huntin lease and once there I use my 4 wheeler for most of my chores, so I got a 4X2 instead of a 4x4. I have had fords and toyotas. I leaned towards the Dodge because of the Cummins and hopefully I won't regret the choice.

 

You won't regret it.....the CTD will supply all you need

 

One thing I have never heard mentioned on this BB when you guys a complaining about being stuck is airing down your tires.

Example, I was at Johnson Valley with my rock crawler. About five miles from base, camp and I broke big time. A friend took me back to base camp and I picked up the Dodge and trailer to go recover the crawler. About a mile out of camp there is about a half of a mile out of camp the road turns into sand for about half a mile. As soon as I hit it, I bogged down and got stuck. Got out and aired my tires down to 50 PSI from towing PSI. Jumped back in, dropped it into 4-low and crawled right out.

Where do I get air-to-air back up? There are a number of options from plug into your cigar lighter compressor (most are junk and very slow, there are CO2 tanks (very fast), engine driven York compressors and the list goes on and on. Just do a goggle search for OBA (on board air).

Air them down, you will get there.