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06-30-2005, 02:30 PM | #16 | ||
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Re: Re: Re: Locking Differential versus Limited Slip differential
Quote:
Directly from the RPO Codes guide is the following: "G80 Differential, locking, heavy-duty, rear G86 Differential, limited slip, heavy-duty, rear"
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06-30-2005, 02:37 PM | #17 | |
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Re: Locking Differential versus Limited Slip differential
Get the RPO Detail print out from the dealer to verify exactly what you have. Some codes were different to models in the same year.
Also you can get the mechanics in the dealers shop to tell you what the difference is, they have torn down a few I bet. |
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07-01-2005, 08:09 AM | #18 | ||
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Re: Re: Locking Differential versus Limited Slip differential
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07-01-2005, 02:47 PM | #19 | ||
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Re: Re: Re: Locking Differential versus Limited Slip differential
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07-01-2005, 03:03 PM | #20 | ||
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Re: Re: Re: Re: Locking Differential versus Limited Slip differential
Quote:
http://www.traction.eaton.com/prod2.htm |
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07-01-2005, 03:11 PM | #21 | ||
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Re: Re: Re: Re: Re: Locking Differential versus Limited Slip differential
Quote:
Apparently GM's locker and limited slip are two different types of differentials. |
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07-01-2005, 03:17 PM | #22 | |
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Re: Locking Differential versus Limited Slip differential
I think if more people new of and understood the benefits of LSD's and locking diffs, there would be a lot fewer 4wd vehicles on the road.
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07-01-2005, 04:59 PM | #23 | |
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Re: Locking Differential versus Limited Slip differential
you got me thinkin now, my duramax G80 I put mobil 1 syn in and it acted fine as well as the G80 in my '99 1/2 ton, but my '97 formula firebird when I put just the mobil 1 in made a hellava racket until I put in a bottle of the "limited slip lube"! Def. two different types of rears!
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07-01-2005, 07:12 PM | #24 | |
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The locking diff in the chevy rear on my truck is a limited slip posi. If it were a locker, like everyone has said, if would be way annoying when turning. The limited slip allows for just that--limited slip of each of the rear wheels. A locker or spool is terrible on turns, especially tight parking lot manuevers. It allows for no slip, which is great for drag racing or off-road traction, but sucks in everyday driving.
later
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07-01-2005, 07:44 PM | #25 | |
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Re: Locking Differential versus Limited Slip differential
I had a 1970 Chevy C-10 with a Posi rear. If I didn't use the GM addative, it sounded like I had timing gears at any speed above 40. Sounded kinda cool, but after having to replace the rear, it wasn't so cool. I was also 16 back then. Just be sure to use the $$$$ bottle of addative from GM, it will save ya.
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07-01-2005, 07:47 PM | #26 | ||
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Re: Locking Differential versus Limited Slip differential
Quote:
http://www.traction.eaton.com/prod2.htm Read the page, it is a locker; Eaton has a seperate pager for their posi/LSD setup.
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07-03-2005, 01:39 PM | #27 | |
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Re: Locking Differential versus Limited Slip differential
For Clutch-Type Limited Slip
Go to http://auto.howstuffworks.com/differential8.htm For Locking and Torsen® diffs go to http://auto.howstuffworks.com/differential10.htm |
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07-03-2005, 01:46 PM | #28 | |
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Re: Locking Differential versus Limited Slip differential
GM doesnt use a "true" locker cus it only engages if the drive weel slips.To demonstrate find some dirt and do a burn out but slowly give it gas and listen after about 1-2 revolutions of the drive tire "left weel" you will here a ping sond and the right tire will start to spin if you have a locker if not the left will just keep spinning.
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07-03-2005, 01:54 PM | #29 | |
AF Newbie
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Re: Locking Differential versus Limited Slip differential
The Torsen differential* is a purely mechanical device; it has no electronics, clutches or viscous fluids
The Torsen (from Torque Sensing) works as an open differential when the amount of torque going to each wheel is equal. As soon as one wheel starts to lose traction, the difference in torque causes the gears in the Torsen differential to bind together. The design of the gears in the differential determines the torque bias ratio. For instance, if a particular Torsen differential is designed with a 5:1 bias ratio, it is capable of applying up to five times more torque to the wheel that has good traction. These devices are often used in high-performance all-wheel-drive vehicles. Like the viscous coupling, they are often used to transfer power between the front and rear wheels. In this application, the Torsen is superior to the viscous coupling because it transfers torque to the stable wheels before the actual slipping occurs. However, if one set of wheels loses traction completely, the Torsen differential will be unable to supply any torque to the other set of wheels. The bias ratio determines how much torque can be transferred, and five times zero is zero. This is what GM uses in the trucks |
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07-03-2005, 02:00 PM | #30 | |
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Re: Locking Differential versus Limited Slip differential
That is how AUTO 4X4 works also
The silverado SS has Viscous Coupling http://auto.howstuffworks.com/differential9.htm |
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