Engine/Transmission (1998.5 - 2002) limited slip??

[Roger rodbolt]

Just my $0. 015 but I've had good luck with the stock LS if set up properly. Yes, it's not hard to restack the clutch plates but unless you are sled pulling I don't think that it's necessary. Chrsyler puts an excess of limited slip additive in the factory fill to avoid warrenty complaints on noise. Completely drain the Dana while hot, jacking up each axle a bit to drain the tubes. Refill with your favorite lube, preferbly a brand that recommends additional limited slip additive. Drive the truck doing the recommended figure "8's" etc, then drive a couple more days normally. If the limited slip clutches are tight you should get some popping and noise while turning in parking lots and such. If the noise/operation it tolerable you are done. If not use only the Mopar additive and add two ounces at a time and drive a few days in between. Remember that if you want a strong limited slip (Detroit Locker are noisey!) you can't have it so quiet that is slips all the time. Last thing remember that our Cummins have an awesome amount of torque that is transfered to the differential. When traction varies greatly (side to side) it is wise to slightly load the limited slip and go easy with the power. Larry

 

[Speedo]

Open, LS and lockers

An open differential gives equal torque to both axles all of the

time, this works great when both tires have equal traction. The

problems start when one tire has less traction than the other, an

open differential can only give the amount of torque it takes to

spin the tire with the least amount of traction. In other words if it

takes 100 lb. ft. to get your truck to move and the tire with the

least traction will only hold 50 lb. ft. of torque your truck won't

move. Now we move up to a limited slip differential this allows for

equal torque plus what ever it takes to slip the clutches in

the differential. There are a lot of different kinds of LS differentials

and different set ups that can be used but this principle is the

same for all of them. Finally we get to the lockers this is where

one side doesn't care what the other side is doing you can pull an

axle out of one side and the other side will still turn. The only

difference between a locker and a spool is that a locker can

unlock to allow for speed differences, like going around a corner

and a spool cannot. While a locker or a spool might seem to be

the way to go for traction an open has the least effect on what

happens to steering input. Good traction and a locker in a front

axle is an accident waiting to happen, even when used off road

a locker can be too much for a front axle.

 

[fox]

All you guys with the 3500's If the LS is too loose there is a fix.

The service manual shows the clutch packs are not stacked correctly. Most likely so you don't complain about it being too tight. Take it apart and and fix it. They appear to alternate 3 pairs then put the rest in. So it goes like this-- steel/ fiber - steel /fiber -- steel/ fiber then 3 steels then 3 fibers.

This is only in the 3500. The 2500 is alternated correctly.

So if you need it tight you can get it tight!

 

[tarussell]

Fox - From what I read in the Service Manual all the Dana 80's ( 2500 and 3500 )are stacked like that . Good find , not to many people take time to research the stack pattern of the clutches and friction plates.

Back in Jan. of this year I drained my factory fluid at 532 miles ( after gear break in )and put synthetic oil in w/o any additive and re-stacked the clutches and friction plates as decribed. I really like how effective the diff is now; it chip's at any sharp turn under power and is is agressive off-road. To anyone with a Dana 80 Trak-Lok that is wanting a more possitive engagement of the clutches, I recomend doing what Fox said ; You will like it ! Just my $. 02 worth, Thomas