I Want Both Tires to Leave Tracks!
Toney
When I "peel a wheel" only the back-right tire turns, i want both to
turn. I know the R/T has a Limited Slip Differential...whats the
difference between a Limited-Slip diff. , a Locking diff. , and the
diff on the stock Dakota..
thanks in advance
Eclipse878
the power that the R/T has, beleive me I know. I have a 99 R/T CC myself. But
the limited slip differential is great. If I punch it off a light only one
tire will spin at first then after a second the other will catch. Any time that
you start to break traction the other tire will catch. Most of the time only
one tire is actually pulling. On a Positive Traction car both tires are pulling
all the time. Locking differential is for a 4WD vechicle. It is where they
actually have to get out of the vechicle and go and lock in the front two hubs
so that they will catch.
Unless you have a 4wd dakota you cannot get teh locking. And if you do have
4wd I wouldnt recomend that you try to bark em with it locked in.
If you really want to lay tracks like the Mustangs and the R/T. You need to get
off your wallet and go buy one.
Sorry to dissapoint you.
Thanks, Chris
99 Dakota R/T CC
Gavin
Sure Grip, Chrysler's name for a limited slip has a clutch setup
that force both axles to spin a roughly the same time, yet give
one side the added speed to turn corners without binding.
Locking diffs use a mechanism that holds both axles together
and thereby forces both to turn at the same speed.
The other difference is price. Your truck Sure Grip option from
the factory was less than $100. You'll now spend far more than
that to put it in. A locker unit is even more expensive.
Makes you wonder why dealers ever order truck without limited slip.
It is ridiculously cheap to do it at the factory versus after the fact(ory)!
As well it is something that few dealer techs seem to be able to
add after the fact(ory) without big $$ or future grief.
gavin
Taking part in "a severe contest between intelligence, which
presses forward, and an unworthy, timid ignorance obstructing
our progress".
Toney wrote in message <370D128C...@home.com>...
mrdancer
spinning both rear tires (at the same time) on dry pavement at
part-throttle. I am not bragging - I am complaining! Even when I went to
larger tires (235/70's) I still have a tough time getting traction. I
really have to feather the gas pedal at the stop lights. Granted it IS a
club cab and I almost always have the bed empty. But it still is a pain
when you're at a stop sign at a busy intersection. You either have to
feather the throttle and pull out slow, or step on the gas and sit &
spin.....
For the record, the '92 5.2L came from the factory with 230hp. All
subsequent 5.2L's are 220hp, and pre-'92's are much lower (like around 180
hp).
--
'92 Dak CC 2wd 318 3.55
'84 GoldWing Interstate
Eclipse878 wrote in message...
S&C Howard
Steve
--
www.angelfire.com/me2/myram
Hannah's Place Coming Soon! www.angelfire.com/me/kenyabenya
remove "nospam" to reply
mrdancer wrote in message <7ejjev$h...@enews3.newsguy.com>...
Gerry
Anthony C <9sea...@home.com> wrote in message
news:370d5e10.387994378@news...
> Ok i am confuddled now gavin. i have what is called a Anti-spin Diff
> cost $285 says so right on the sticker. whats that?
>
> Anthony
<snip>
That is Sure Grip.
Gerry
mrdancer
--
'92 Dak CC 2wd 318 3.55
'84 GoldWing Interstate
S&C Howard wrote in message...
Anthony C
cost $285 says so right on the sticker. whats that?
Anthony
If at first you don't succeed.
Sky Diving is not for you!
===========================
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check out my Dodge http://24.3.9.12
Sam
mrdancer <mrdanceratcamalottdotcom> wrote in message
news:7ejjev$h...@enews3.newsguy.com...
> For the record, the '92 5.2L came from the factory with 230hp. All
> subsequent 5.2L's are 220hp, and pre-'92's are much lower (like around 180
> hp).
>
Err... actually *and we are only talking about V8's here*....
These are the 'Pre Magnum' series V8's, used from the 1970's but with
fuel injection, and minor interior changes
1989-1990 Dodge Shelby Dakota V8, 5.2L TBI = 175 HP
1991 Dodge Dakota V8, 5.2L TBI = 175 HP
.
1992-1993 Dodge Dakota V8 (Magnum) 5.2L MPI = 230 hp, 290 Ft. lbs. (OBD-I)
1994-1995 Dodge Dakota V8 (Magnum) 5.2L MPI = 220 hp, 295 Ft. lbs. (OBD-I)
1996- 1997 Dodge Dakota V8 (Magnum) 5.2L MPI = 220 hp, 295 Ft. Lbs. (OBD-II)
1998- 1999 Dodge Dakota V8 (Magnum) 5.2L MPI= 230 hp, 300 Ft. Lbs. (OBD-II)
1998- 1999 Dodge RT Dakota V8, 5.9L MPI= 250 hp, 345 Ft. lbs. (OBD-II)
"And don't get me started about the diesel Dakota sold in South America!"
Sam '99 RT (my 4th Dakota)
Gavin
Well the price for limited slip has sure gone up since I bought
my 96 1500 CC. If everyone wants it the price goes up.
It is usually included in the trailer tow pkg. Maybe my recollection
is the cost of that package less the cooler, and harness and
therefore is lower. As well our American friends do pay more for
their toys. No second thought the price is higher because
everyone who bought a truck after me wanted lots of options
thereby driving up the price. Ya, that's it.
gavin
Anthony C <9sea...@home.com> wrote in message <370d5e10.387994378@news>...
mrdancer
--
'92 Dak CC 2wd 318 3.55
'84 GoldWing Interstate
Sam wrote in message...
Anthony C
ANthony
On Fri, 09 Apr 1999 13:13:31 GMT, "Gavin" <mis...@beeline.canospam>
wrote:
>Anti spin, limited slip, Sure Grip, all the same thing.
>
>Well the price for limited slip has sure gone up since I bought
>my 96 1500 CC. If everyone wants it the price goes up.
>It is usually included in the trailer tow pkg. Maybe my recollection
>is the cost of that package less the cooler, and harness and
>therefore is lower. As well our American friends do pay more for
>their toys. No second thought the price is higher because
>everyone who bought a truck after me wanted lots of options
>thereby driving up the price. Ya, that's it.
>
>gavin
>
>
>
honeybs
>1997 Dakota Sport,
> When I "peel a wheel" only the back-right tire turns, i want both to
>turn. I know the R/T has a Limited Slip Differential...whats the
>difference between a Limited-Slip diff. , a Locking diff. , and the
>diff on the stock Dakota..
>thanks in advance
It sounds like real responsible driving to me. I just hope
you don't kill anyone before you loose you licence.
Greg the beekeep
// Bee Just & Just Bee!
=8{ })))- Chicamuxen, Maryland, USA
\\ www.radix.net\~honeybs
DB
rings, waterpump, intake, seals and gaskets, valve rotators, rods, crank etc...
Not very minor changes...
Sam wrote:
> mrdancer <mrdanceratcamalottdotcom> wrote in message
> news:7ejjev$h...@enews3.newsguy.com...
> > For the record, the '92 5.2L came from the factory with 230hp. All
> > subsequent 5.2L's are 220hp, and pre-'92's are much lower (like around 180
> > hp).
> >
>
NoS...@this.com
[Catching up on this NG after a several-month hiatus...]
Wow, did you get this one wrong...
On 8 Apr 1999 21:02:34 GMT, eclip...@aol.com (Eclipse878) wrote:
>
> Well first of all you are not going to leave a good trac anyways. You
> dont have
> the power that the R/T has, beleive me I know. I have a 99 R/T CC myself.
[snip]
Oh, please. In this context, the difference in power between his '97 5.2L
and your 5.8L is:
A. Trivial
and B. Irrelevant.
With either motor, you only reach peak power at or near redline. And given
the ox-cart suspension and crummy weight distribution of _any_ PU truck, if
you're winding the thing up that tight before dumping the clutch, you ARE
going to break traction (or driveline parts), regardless of such minor
details as a few cubic inches or a little more peak HP. And since your R/T
is, by definition, saddled with an automatic transmission, you can't do that
anyway.
In short, _both_ engines can produce more than enough torque at the relevant
engine speeds to completely overwhelm the suspension's and tires' collective
ability to transmit it to the pavement. And make no mistake -- that is a
BAD thing.
> But
> the limited slip differential is great. If I punch it off a light only
> one
> tire will spin at first then after a second the other will catch. Any
> time that
> you start to break traction the other tire will catch. Most of the time
> only
> one tire is actually pulling. On a Positive Traction car both tires are
> pulling
> all the time.
[snip]
Not exactly. A limited-slip differential ("Sure-Grip" in Chryler-speak),
there is a clutch pack inside the differential which "sort'a" connects both
axles. Thus, when one tire encounters a low-friction suface and starts to
spin, part of the torque is still delivered to the opposite wheel (instead
of the near-zero torque that would be delivered with an open differential).
HOWEVER... The strength of that "connection" is determined by the pre-load
on that clutch-pack; and with any stock LSD setup, it deliberately set up to
be _very_ weak -- maybe 50 lb. or so of "breakaway force" (at which point,
the spider gerars take over and the thing acts like an open differntial
again). This is done so the differential can still do its job in normal
"around town" driving, such as parking manuvers, etc., without a lot of
clunking and tire-scrubbing that John Q. Average wouldn't like. This allows
enough torque to be transmitted to the non-spinning wheel to move one
gingerly off a piece of ice or suchlike; but they are *NOT* set up for
drag-race style "burn outs".
> Locking differential is for a 4WD vechicle. It is where
> they
> actually have to get out of the vechicle and go and lock in the front two
> hubs
> so that they will catch.
[snip]
No -- not even close.
You are confusing "locking differential" with "locking hubs" -- and they are
two _completely_ different things.
A "locker" differential can be either of basically two flavors... The
simplest (and most effective, for pure brute-force straight-line traction)
approach is to permanently lock both axle splines together, so that they
_always_ turn at exactly the same rate regardless of whatever traction one
or both wheels may be getting. In the "bad old days", drag racers would
accomplish this by simply welding the spider gears together. For the
street, this is a *VERY* bad idea, as it _completely_ defeats the purpose of
the differential (which brings with it a host of other problems that I won't
bother going into at the moment).
The second type is what might be referred to as a "part-time locker", as
exemplified by the "Detroit Locker" units. These units use a sliding collar
assembly to selectively engage and disengage the spider gears. In essence,
they are sort of a "Super LSD" -- except that, when engaged, the "pre-load"
is effectively infinite; and when disengaged, it is effectively zero... and
the transitions from one condition to the other happen suddenly. This is a
far better choice for a street/strip vehicle, as it still allows some
differential action to occur in low-speed tight turns and such. But it is
also subject to a lot of "clunking" and "thudding" as it engages/disengages,
which most folks would find disconcerting, at the least; and it can also
have some "odd" effects on handling, especially if you like to corner
briskly.
> Unless you have a 4wd dakota you cannot get teh locking. And if you do
> have
> 4wd I wouldnt recomend that you try to bark em with it locked in.
>
[snip]
Again, this goes back to your fundamental confusion regarding hubs vs.
differentials. But in the latter case, aftermarket "locker" units -- as
well as heavy-duty convential LSD units, which use MUCH more "breakaway
force (ca. 500-800 lb.) *ARE* available through speed shops and such. Most
of the applications are for the Ford/GM "muscle cars"; but they may have
fitments for the Dodge trucks too.
> If you really want to lay tracks like the Mustangs and the R/T. You need
> to get
> off your wallet and go buy one.
[snip]
Not true, as shown above.
But more to the point, "laying tracks" is by definition an illusory and
self-defeating goal. If the tires are spinning (either one at a time, or
both in unison), they are simply turning all that horsepower into useless
heat and smoke, instead of using it to move the vehicle. If you _really_
want to lauch the vehicle quickly, the ideal setup is to have the suspension
sufficiently well-balanced that *NO* LSD or locker differential is needed in
the first place, since the tires are being evenly and effectively loaded so
as to _not_ break traction. But given the realities of torque reaction,
chassis flex, forward weight bias, etc., this is tough to accomplish; so the
LSD/locker is in effect a "band-aid", used to cover a multitude of sins.
And besides... Tire smoke and black streaks tend to attract the attention
of government employees wearing funny hats and sidearms -- which is almost
never a good idea. <~>
-- Jay T. Blocksom
Appropriate Technology, Inc.
----------------------------
approtek[at]rcn.com
76657.3375[at]CompuServe.COM
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bruce elmore
Jim
Put bleach, liquid soap, WD40, babyoil on your tires you will leave tracks
like a friggen madman.
bruce elmore
EBMVI
them down" no pun intended, left a skink, a flaming streek,
don't suggest it,
My two cents,
sorry abought the spelling, I'am Dyslexic
3/4 Ton 8.0L 4X4 5 speed QC (and I am excited, and broke)
check out my truck and outher stuff,
"http://hometown.aol.com/ebmvi/personal/index.htm"