Locking front differential
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From: West Virginia
Locking front differential
I want to add a locking front to my 03 CDT. I was looking at the POWERWAGON specs and it says the front is a 9.25 TracRite EL. This is an electronic locker. I was wondering if this was the way to go or are there any other options I can use? BTW - My rearend is a 11.5 locker now. I want to control the front when I need it.
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From: Sayre, PA
I've heard conflicting information on wether the electric locker from the Power Wagon will drop in a standard 9.25 open diff so if you find out for sure let us know.
Also, you do not have a locker in your rear unless you had one installed aftermarket, it's just a LSD from the factory at best.
Also, you do not have a locker in your rear unless you had one installed aftermarket, it's just a LSD from the factory at best.
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From: Way South
Eaton has an electric locker for the 9.25. It comes with everything you need for basic installation (switch, wiring, ect) Even though it is still listed on the Eaton website for the Chevrolet application many shops list it for the Dodge also. Both are AAM 9.25 gears the Chevrolet being IFS. With the Dodge straight axle there is some grinding to make it fit.
AAM doesn't sell aftermarket. So if you want the TracRite EL it would have to purchased at the dealer. You would probably have to buy the small parts like through connectors, pigtails, switch, and relay as seperate parts.
Unfortunately nothing available for the rear.
AAM doesn't sell aftermarket. So if you want the TracRite EL it would have to purchased at the dealer. You would probably have to buy the small parts like through connectors, pigtails, switch, and relay as seperate parts.
Unfortunately nothing available for the rear.
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From: Ellisras South Africa and Central Washington state
The rear is only a LS but it is very tight. Mine hooks up constantly and works like a dream. I would not put a locker on this over the LS that came from the factory unless it was always off road. The inside tire will jump on a sharp turn on pavement the way it is now with a locker I think it would be difficult to manage on pavement.
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From: Way South
Originally Posted by JJHACK
The rear is only a LS but it is very tight. Mine hooks up constantly and works like a dream.
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From: West Virginia
Originally Posted by bigdav160
Uhmmmmmmmmmm. No
Just search this site for "TracRite GT".
Just search this site for "TracRite GT".
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From: tennessee
locker
Originally Posted by Dan Marino
After reading your posts downgrading the rearend I have to say there is something wrong with your truck. I use my truck offroad every day (logging worksites) and I can 'wheel in places in two wheel drive that others cant. I am currently on a landing that is 100% Lakin Sand. I can walk right through the stuff throwing two rooster tails 100% of the time. I have laid two blackmarks every time I fool around on pavement. I have been on the ice -pavement thing and not had to hit 4-wheel. I pull my truck and on every video I have there is two rooster tails off the rear. So somehow either your truck rearend is JUNK or mine is some kind of mystical, magical once in a lifetime find.
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From: West Virginia
Isnt ice-pavement and wet grass-pavement the same thing? If it is, then I have tried your test. I did it this winter pulling a hill on a back country road that is prob. 6% or better. I came to a stop looking down through a hollow at some timber. Got done looking and I pushed the fuel pedal and the truck kicked sideways-I then laid into it and I hear the tire on pavement squawl. The tire on the ice dug a nice trench the width of my tire untill I let off. Now, to me, that is locked up. If that isnt locked up to you guys I dont know what you want.
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From: tennessee
locking
that is what i wanted to know. my sons 04 will spin 2 tires on pavement but the above test leaves him stuck. that tells me that something is wrong with his. someone said that american axle states that if i moves at all there is nothing wrong with the LS. i personally disagree with the statement that nothing is wrong.
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From: West Virginia
[QUOTE=jughead]that is what i wanted to know. my sons 04 will spin 2 tires on pavement but the above test leaves him stuck.
I have never had a problem out of mine. I have never been dissapointed in the 4-wheel drive on this truck-the only reason I want a front locker is to have a chance to gain a couple feet this summer pulling.
I have never had a problem out of mine. I have never been dissapointed in the 4-wheel drive on this truck-the only reason I want a front locker is to have a chance to gain a couple feet this summer pulling.
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From: Way South
Originally Posted by Dan Marino
I have never had a problem out of mine. I have never been dissapointed in the 4-wheel drive on this truck
Just kidding. If the AAM TracRite was combined with an ABS traction control system I'd have no complaints. As it is, it's the wrong product for the application.
Here's a DC response to the problem most of us have with this product.
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 too fast, the wheel on the ice may spin and never send power to the wheel 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
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 too fast, the wheel on the ice may spin and never send power to the wheel 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
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From: SoCal, Neskowin, OR, & Southern Utah
Ditto on the earlier post regarding Eaton. Currently, they are the only makers of a locker for the front. And it's electronic. You can buy them most anywhere but I believe Randy's Ring and Pinion will probably have one of the best prices. I think around $700. Install will run you another $500.
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From: Ellisras South Africa and Central Washington state
I do this wet grass and dry pavement thing several times a week. Not deliberatley testing this but it happend when I get my mail. I have to pull off the road to reach the mailbox(wrong side of the road) I live in a very rural area.
When I do this I have one tire on the dry paved road, and the the other is on tbeh grass on the shoulder area. I can...and have plenty of times begun to spin the tire on pavement with the other one the dirt, mud, or grass shoulder area next to the pavement. It has happened so strongly that I have heard the tire "screech" on more then just a few occasions.
Saturday Morning I was hunting in Shoshone Idaho. I parked the truck just off the road out of the way of passing traffic. on a farmers ranch. When I retruned to the truck 4 or so hours later it had sunk in the now thawed pudding consistancy mud down to the frame and axles. When I was in the truck with my worthless attempt to get out both rear tires would always turn and only one front or the other would work.
Eventually we dug out enough to get some wood and rocks under the truck to give it another go. Again both rear tires jumped spun and provided equal effort 100% of the time. It took another 4X4 to hook up and then he was getting stuck, so we had yet another 4X4 pickup quad cab and he was getting stuck as well. During this time the snow had accumulated to about 6 inches deep. We finally used my High lift jack to get the diffs off the ground and filled under each tire before I could get unstuck.
At no time did I experience a problem with the rear diff or would have expected anything different. I also have a Detroit True Trac front and rear on my Toyota, this American Axel diff is just as good and works the same. The only logical improvement would be an electrical/mechanical actuated locker. Any other LS style still has limitations off road while providing better on road function.
I have had a Detroit locker front and rear on a 4X4 and it's your worst nightmare on pavement. There is no better off road design IMO but it is dangerous for a daily driver.
When I do this I have one tire on the dry paved road, and the the other is on tbeh grass on the shoulder area. I can...and have plenty of times begun to spin the tire on pavement with the other one the dirt, mud, or grass shoulder area next to the pavement. It has happened so strongly that I have heard the tire "screech" on more then just a few occasions.
Saturday Morning I was hunting in Shoshone Idaho. I parked the truck just off the road out of the way of passing traffic. on a farmers ranch. When I retruned to the truck 4 or so hours later it had sunk in the now thawed pudding consistancy mud down to the frame and axles. When I was in the truck with my worthless attempt to get out both rear tires would always turn and only one front or the other would work.
Eventually we dug out enough to get some wood and rocks under the truck to give it another go. Again both rear tires jumped spun and provided equal effort 100% of the time. It took another 4X4 to hook up and then he was getting stuck, so we had yet another 4X4 pickup quad cab and he was getting stuck as well. During this time the snow had accumulated to about 6 inches deep. We finally used my High lift jack to get the diffs off the ground and filled under each tire before I could get unstuck.
At no time did I experience a problem with the rear diff or would have expected anything different. I also have a Detroit True Trac front and rear on my Toyota, this American Axel diff is just as good and works the same. The only logical improvement would be an electrical/mechanical actuated locker. Any other LS style still has limitations off road while providing better on road function.
I have had a Detroit locker front and rear on a 4X4 and it's your worst nightmare on pavement. There is no better off road design IMO but it is dangerous for a daily driver.