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Leif Pihl's Jeep TJ,
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LP's Home Page | LP's Jeep TJ Page | Memorial4x4.org | ISA Twin Cities
Unfortunately, PowerTrax has been sitting on their hands, and not even getting even a "work-in-progress" web page up and posted at their "http://www.Powertrax.com/" web site. As a result, I have to now refer you to their biggest compeditor's web site...
Check out "http://www.Tractech.com/products.htm" for a fairly good explanation of the diferent categories of locking differentials.
A different and above average review of diffs (esp. those made by TracTech) written by a 3rd party can be found at URL: "http://reality.sgi.com/rogerb/4x4/TrueTrac.html".
A more generic article on the priciples of how differentials in general work can be found at URL: "http://reality.sgi.com/80_series/george_couyant/diffs/diffs.html".
I understand that my '97 TJ is equipped with a Dana 30 in front and a Dana 35 in the rear.
My plans are to wait several months after the inital release...
THEN I will possibly replace both stock open differentials with the PowerTrax No-Slip Differential:
(Thank you to Bryan Hassing for tipping me off to the NSD.)
As of 01/31/2K, Fourty-seven out of almost a hundred part numbers have been released. This FINALLY DOES include the parts I am interested in. Now I need to find someone who's installed it, and see what their reactions to it are!
PowerTrax.
245 - Fischer Ave. Bldg. B4
Costa Mesa, CA 92626
714-545-7400
Randy Tillman, Tech Suppt. (rtillman@powertrax.com)
VP of sales: Gabriel Hernandez, @ ext. 639.
E-mail: support@powertrax.com or powertrax@aol.com).
On a 1997 Jeet TJ, this part is Not reccommended without a product similar to to Warn's hub disconnect kit on the front end.
As of 01/31/2000, the part numbers I am interested in are:
Rear, part no.:
92-0435-2706Dana 35 (27 Spline) ABS-compatible;
Front, part no.:
92-0430-2700Dana 30 (27 Spline) ABS-compatible;
In my region, retailers/shops will have two or three wholesale sources/distributors from which to aquire the parts:
| Reliable Automotive 1801 - East 79th St. Bloomington, MN 55425 612-851-9740, voice 612-851-9737, fax called on 09/21/98, spoke with Dan, |
4 Wheel Parts and Service 15625 - Hwy 65 (Central Ave.) {10-12 mi. north of I-694} Ham Lake, MN 55304 (612) 434-9422 As of 01/31/2K, they had not yet installed a NSD. |
Keystone Midwest {used to be called: Automotive Perfomance Warehouse} 2620 - North Cleveland Road Roseville, MN 55113 800-488-8554, voice 800-451-3520, fax called on 09/21/98, spoke with Mike (ext. 216). Call him again after product is released. Not to self: They sell the "Lockright" via wholesale; is this PowerTrax or Detroit brand name? |
Sidebar:
PowerTrax is sueing TracTech for patent infringement. The 1st part of October is the CURRENTLY scheduled date for the civil Lawsutit to come to trial. One of the reasons why PowerTrax is waiting to release the Electic Locker (Command Locker) is that they first want this lawsuit to be the concluded. It should come out early in 1999. Trial is to take place in the 9th Circuit/District in Southern Calif. It's called something similar to: "Vehiclular Tech vrs. Titan Wheel, Dyneer & Tractech".
Image of my front pumpkin, arrow points to label for original 3.07 gear ratio
(will be replaced with 3.73).
(19.8K & 69.1K)
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I assume that once PowerTrax gets their web page in gear that this will be recinded. |
Cut-away image of the No-Slip Diff.
(58.3K & 168.4K)
 (18.5K & 123.9K) |
 (18.0K & 127.6K) |
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O C T O B E R 1 9 9 9 FOUR WHEELER
By Ben Stewart
Anyone into serious four wheeling-be it on rocks or in mud-needs locking differentials. A stocker, with open differentials or limited-slips, simply can't go the same places a vehicle with locking differentials can. Lockers, as we commonly refer to them, distribute torque to both wheels on an axle, while an open or limited-slip diff distributes torque back and forth to only one wheel at a time. Installed in both the front and rear axles of a 4x4, locking differentials will provide the vehicle with true four-wheel drive.
In the past decade or so, there really haven't been many new choices for the enthusiast looking to upgrade a 4x4 with lockers. We've always had the stout Detroit Locker by Tractech and later the Powertrax Lock-Right. About 10 years ago, ARB introduced the Air Locker to the American market.
A common drawback among these units is that they can induce handling trade-offs on paved road. As a result, true locking diffs-with the exception of an unlocked Air Locker-are not recommended by the manufacturer for the front axle. In the rear only, the locking and unlocking action of the typical locker is far less disruptive, but both the Lock-Right and the Detroit Locker can be noisy and less than smooth they unlock going around a corner on the street. Installed in both diffs for extreme-traction setups, they can cause a short-wheelbase 4x4 to have some rather strange handling characteristics, resulting in a "steer by throttle"-type situation. Combine this with a flexy suspension, and you have a vehicle that you really have to get used to on pavement.
Recently, improvements have been made. Both Tractech and Powertrax have developed new differentials that promise the full capability of their previous designs, but with smoothness more like a limited-slip. Though we've not yet been able to install them and test them on our own vehicles-these setups are still on the horizon-we must say we're more then excited about them. They will, most likely, revolutionize the industry and bring lockng differential technology to those who would never have considered them in the past.
THE DETROIT GEARLESS LOCKER
As we mentioned earlier, the venerable Detroit Locker has been a staple in the four-wheel drive aftermarket for decades. With near-bulletproof construction and reliable delivery of traction, it's beloved by its fans. But the sometimes-harsh operation of the Detroit has made it unappealing to some four wheelers during street use.
That changes with the Gearless Locker. This differential is said to provide all the traction of the Detroit, but without the drawbacks. A Detroit uses internal gear teeth that mesh together during lockup and then separate during cornering. The Gearless Locker has no internal gear teeth to mesh, so it's said to provide a transparent feel, much like an open-differential. This is accomplished using Detroit's trademarked, Tunkel-V Power Driver crosspin that either loads or separates two high-strength clutch members. This loading causes the clutch member to energize a steel disc assembly that links the clutch member to a side coupler splined to the axle shaft. When one wheel rotates faster in a turn, the clutch member disengages from the Trunkel-V Power Driver crosspin and disengages the steel disc assembly. This is said to allow the outside wheel to be driven at ground speed and the inside wheel to have full power.
The Gearless Locker has the capability to fit in a standard open differential, needs no special lubricants, is said to be compatible with front-axle operation, and is quicker to install. Initial applications will cover the Dana 30, Dana 44, Dana 35 and AMC Model 20 axles. Additional models will soon appear to cover the entire range of popular 4x4 applications.
POWERTRAX NO-SLIP DIFFERENTIAL
Though a completely different design than the Detroit Gearless, Powertrax's No-Slip is also said to provide the traction of a locking differential with the smoothness of a limited-slip. Powertrax still uses teeth to lock and unlock the differential, but uses a special circlip and a spacer, called an Active Spacer. These work in conjunction to allow the teeth to lock and unlock without components touching each other. On the familiar and beloved (especially among Samurai owners) Lock-Right differential, the teeth would click until they found a notch to engage. The No-slip, with its circlip and Active spacer, do away with this "clicking." Essentially, it "knows" when the teeth are at the proper alignment, and then meshes them so the teeth no longer become a wear surface-increasing durability and longevity. As with the Lock Right, the No slip is made from Zytanium, a trademarked 9310 carbonized gear steel. It is said to be compatible with all ABS systems and requires no special lubricant. The No-Slip is also available in carrier case form, at a cost increase of about 15 percent. The No-Slip itself will be approximately one-third more expensive than the Lock-Right. The first applications will include the Ford 8.8-inch, GM 10-bolt, Toyota 8-inch, Toyota 8 7/8inch (Land Cruiser), Dana 35 and 44, with the Dana 30 and other popular applications-including Land Rovers-to follow.
MORE TO COME
These two revolutionary differentials should provide the four-wheel drive (and street) market with the traction we all want-without the traditional drawbacks. The cost of these units as well as the final axle applications were unavailable at press time. We can't wait to install and test these new differentials, and when we do, you'll see it here.
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Powertrax · Dept FW · 245 Fischer Ave., Bidg. B-4 · Costa, Mesa, GA 92626 · 800/LOCKERS, 714/545-7400, 714/545-5425, www.powertrax.com · No-Slip Differentials
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LP's Home Page | LP's Jeep TJ Page | Memorial4x4.org | ISA Twin Cities
