Gears....what do i need.
3rd Gear Member
Joined: Feb 2005
Posts: 646
From:
RE: Gears....what do i need.
ORIGINAL: atomsk680
if im using the same 8inch housing, same axles, and splines, couldnt i just get a trac loc carrier and bigger gears? would that work??
if im using the same 8inch housing, same axles, and splines, couldnt i just get a trac loc carrier and bigger gears? would that work??
Oh and be careful of eBay, some stuff looks good and inexpensive, but sometimes you're better off just buying it, and paying a shop.
Thread Starter
5th Gear Member
Joined: Dec 2005
Posts: 3,806
From: DFW
RE: Gears....what do i need.
ORIGINAL: Magiarn71
You could. It's easier to just replace the carrier with the gears already in it. Depends on what you can find.
Oh and be careful of eBay, some stuff looks good and inexpensive, but sometimes you're better off just buying it, and paying a shop.
ORIGINAL: atomsk680
if im using the same 8inch housing, same axles, and splines, couldnt i just get a trac loc carrier and bigger gears? would that work??
if im using the same 8inch housing, same axles, and splines, couldnt i just get a trac loc carrier and bigger gears? would that work??
Oh and be careful of eBay, some stuff looks good and inexpensive, but sometimes you're better off just buying it, and paying a shop.
im going to buy the gears and carrier and let the shop do the rest
Thread Starter
5th Gear Member
Joined: Dec 2005
Posts: 3,806
From: DFW
RE: Gears....what do i need.
5th Gear Member
Joined: Sep 2005
Posts: 2,505
From: Wasilla, Alaska
3rd Gear Member
Joined: Feb 2005
Posts: 646
From:
RE: Gears....what do i need.
Thread Starter
5th Gear Member
Joined: Dec 2005
Posts: 3,806
From: DFW
RE: Gears....what do i need.
ORIGINAL: Magiarn71
It's a locker.
i meant, why is it different from something like
http://store.summitracing.com/partde...5&autoview=sku
3rd Gear Member
Joined: Feb 2005
Posts: 646
From:
RE: Gears....what do i need.
Here's a good read for ya, so I don't have to bleed fingers.
Basically a locker is better for the performance end, but not the best for street. Noisy and not as smooth.
EATON
Eaton Posi? Locker? What's up with that? Seems you'd expect an Eaton Posi system to provide positive traction under any conditions, right?
Well, sorta…
And a locker? Seems a locker should be a differential with the axles locked together all the time… Makes sense, right?
Again, sorta…
Obviously, you can't have the rear axles locked together all the time. That would make turning a corner pretty tricky. And Eaton Posi? Well, keep in mind that's our trade name for the finest "limited slip" differential available on the planet.
Basically, the difference between the two is this: A limited slip differential sends power to the non-drive wheel based on input torque; that is, power coming to the axle from the engine.
So, when high torque comes to the differential and both wheels are on a high traction surface, like a drag strip or country road, and high torque is delivered to the axle, the clutch pack clamps the gears to the differential case. This clamping action is in proportion to the torque delivered. The higher the torque, the higher the clamping load.
The idea here is to prevent wheel slip -- at either wheel -- in the first place. If one wheel starts slipping before the other, the clamping force drops in proportion to the torque delivered to the slipping wheel.
The whole point of the torque sensing limited slip differential is to reduce the likelihood of wheel slip.
The locking rear differential locks the drive and non-drive wheels together based on wheel slip at the drive wheel, regardless of engine power input.
Eaton Posi? Locker? What's up with that? Seems you'd expect an Eaton Posi system to provide positive traction under any conditions, right?
Well, sorta…
And a locker? Seems a locker should be a differential with the axles locked together all the time… Makes sense, right?
Again, sorta…
Obviously, you can't have the rear axles locked together all the time. That would make turning a corner pretty tricky. And Eaton Posi? Well, keep in mind that's our trade name for the finest "limited slip" differential available on the planet.
Basically, the difference between the two is this: A limited slip differential sends power to the non-drive wheel based on input torque; that is, power coming to the axle from the engine.
So, when high torque comes to the differential and both wheels are on a high traction surface, like a drag strip or country road, and high torque is delivered to the axle, the clutch pack clamps the gears to the differential case. This clamping action is in proportion to the torque delivered. The higher the torque, the higher the clamping load.
The idea here is to prevent wheel slip -- at either wheel -- in the first place. If one wheel starts slipping before the other, the clamping force drops in proportion to the torque delivered to the slipping wheel.
The whole point of the torque sensing limited slip differential is to reduce the likelihood of wheel slip.
The locking rear differential locks the drive and non-drive wheels together based on wheel slip at the drive wheel, regardless of engine power input.
Basically a locker is better for the performance end, but not the best for street. Noisy and not as smooth.