Loosing traction again? Even though you have a factory limited slip differential? Well, there is a good reason for that, factory limited slips are built for primarily on-road uses. When driving on the road and you start to turn, the outside tire needs to move faster then the inside tire, that is just physics. The factory limited slip differentials (LSD), are set up to allow this to happen, but still put some power to the inside tire. On road, when the streets are dry this does not matter much, unless you are racing the car next to you. It is when you get into a low traction scenario off-road that you really want to have that LSD to help you. Even though the factory LSD is made to provide power to both wheels, it will not provide the same power on an after market LSD. This is because most drives do not want or need a lot of power going to both wheels. For those of us that actually use our trucks to their maximum potential do want and need that power. That is why on our 2007 Ford F150 that is a dedicated hunting truck we installed a Yukon Dura Grip Posi Traction or LSD.
What is LSD?
Most trucks and cars come with an open differential and power will follow the path of least resistance. During turning, this allows the outside tire to spin faster than the inner tire and provide no power to the inner tire. This allows for even tire wear, and no squeaky tires on turns. The problem with the open differential is when one tire loses traction or has less resistance on it, the power is transferred to that tire. When you are in the mud, sand, snow, or ice, the tire with the least amount of traction is getting all of the power. This often leaves your tires spinning with no forward movement. With a LSD differential, when one tire loses traction the force of the spinning gears in the differential will push on clutch plates inside the differential giving power to both wheels.
LETS GET A LITTLE MORE ADVANCED KNOWLEDGE
Power from the engine and transmission is sent to the differential pinion gear via the driveline. The pinion turns the ring gear that is attached to the differential case, that houses the side gears and spider gears. As the case spins, the spider gears transfers the power to the side gears that then turn the axles. Attached to the side gears are friction disks that will push against the clutch plates when torque is applied. During normal driving a center preload spring keeps tension on the friction disks to apply even power to both wheels. When one tire needs to spin slower during turning the friction disks will slip on the clutch plates. The spider gears and side gears meet at a 90 degree angle and they are both beveled gears. This means that when torque is applied the two gears try to separate. This separation is what allows the LSD to transfer power to the wheel with the most traction during low traction situations. The force of the gears separating, forces the clutch pack to engage providing power to both wheels. The downside to the LSD is that it will not transfer 100% of the power to both or even one wheel during low traction situations. That is ok because even though you are not getting 100% of the power to the wheels you are still getting forward movement.
WHY YUKON DURAGRIP OVER FACTORY LSD?
With the factory LSDs being designed for mostly street uses, they will not transfer as much power as the Yukon DuraGrip. Factory LSDs use clutch packs that will slip more and will wear out quicker. As many of you already have found out after being stuck somewhere. You can watch your tires try to grab power but never get any forward movement. Most think it is that their factory LSD have broken or failed when this happens because when their truck was new the factory LSD got them out. Now that the LSD has broken in it is simply not transferring the same about of power as it did when it was new. Sometimes a friction modification oil can be added to a factory LSD to help but why put a band-aid on something when you can fix it. The Yukon DuraGrip will out preform a brand new factory LSD everyday of the week. While still providing the smooth on road experience, by allowing the tires to spin at different speeds during turning.
We do not recommend that you install any differential parts yourself. It requires special tools and knowledge. If you install these parts incorrectly they will quickly fail. So unless you have been trained and have the tools do not try this at home.
YUKON DURAGRIP SPECIFICATIONS
The DuraGrip is available for the 2002- 2012 Chevy/GMC 1500 with 10 bolt rear ends and 2004-2014 Ford F150 with 9.75 rear ends. They use a four preload spring that have been engineered to provide power when you need it. Using Raybestos composite clutch packs allow the DuraGrip to operate smoothly and have a long life. The proven Raybestos clutch material is another reason why the DuraGrip provides more power over factory. Internal gears are forged with 4320 steel and cut, not cast, to provide superior teeth contact and strength. If you do wear out the clutch pack in your DuraGrip the unit is fully rebuildable allowing you to replace parts instead of the whole unit. https://www.yukongear.com