Differential being locked
May 10, 2006 | 10:00 PM
#1
Differential has locked
i've been having this problem with my differential being locked all the time. And i dont know whats wrong. dont know if the clutches are seased up or what. I have the g80 with 4:10's. Any suggestions
Last edited by whoopassracer; May 12, 2006 at 12:55 AM.
May 11, 2006 | 08:58 PM
#6
Originally Posted by OUT2WIN
Yeah but Whoopassracer's truck is ALWAYS locked. Kinda acts like some duallys I have driven. It will not unlock. Its been like that for a while.............
Originally Posted by whoopassracer
Everytime i take a sharp turn from a stop either way the inner tire doesnt unlock at all like it should.
May 11, 2006 | 09:18 PM
#7
TECH Junkie
iTrader: (2)
Joined: Mar 2005
Posts: 3,197
Likes: 0
From: Spring, TX
Mine does it every once in a while. It does it right after a hard acceleration and then coming to an abrupt stop, then it stays locked when I try to go around a corner.
Though mine is not locked all of the time like he's describing.
Jim
Though mine is not locked all of the time like he's describing.
Jim
Trending Topics
May 11, 2006 | 09:51 PM
#8
I thought the G80 didn't use clutches. I checked the eaton site who makes the g80 and it has a ramp mech that slides a flywieght back and forth.....see below.
Want to see it work from the inside? Click here
I guess if the flyweight mech was seized in the lock up position or to one side then it wouldn't release.
Want to see it work from the inside? Click here
A Quick Look At How It Works...
We'll start by pointing out that the Locker is a speed sensitive design. That is, it reacts to wheel slip by sensing when one wheel is spinning substantially faster than the other.
So, when you're cruising along on clean dry pavement, the locker operates like any regular open differential.
But, as soon as wheel slip happens, going forward or reverse, the locker immediately kicks in. Here's how.
The differential is set up with a flyweight governor that responds to differences in wheel speeds, and disc packs that are mounted between the side gear and the case.
Whenever one wheel is spinning substantially faster than the other, the governor spins rapidly, causing the flyweight to open. That flyweight then catches on a latching bracket and the lockup process begins.
During lockup, a self-energized clutch system causes a cam plate to ramp against a side gear. This ramping action compresses those disc packs mentioned earlier. The ramping continues until both axles - and therefore both wheels - are spinning at the same speed. This is full lock, and it prevents any further wheel slip. (Note: Axle lockup can only occur at speeds below 20 mph.)
The entire lockup process takes about a split second, and is virtually unnoticeable by the average driver. When both wheels regain traction, unlocking occurs and things go back to normal
We'll start by pointing out that the Locker is a speed sensitive design. That is, it reacts to wheel slip by sensing when one wheel is spinning substantially faster than the other.
So, when you're cruising along on clean dry pavement, the locker operates like any regular open differential.
But, as soon as wheel slip happens, going forward or reverse, the locker immediately kicks in. Here's how.
The differential is set up with a flyweight governor that responds to differences in wheel speeds, and disc packs that are mounted between the side gear and the case.
Whenever one wheel is spinning substantially faster than the other, the governor spins rapidly, causing the flyweight to open. That flyweight then catches on a latching bracket and the lockup process begins.
During lockup, a self-energized clutch system causes a cam plate to ramp against a side gear. This ramping action compresses those disc packs mentioned earlier. The ramping continues until both axles - and therefore both wheels - are spinning at the same speed. This is full lock, and it prevents any further wheel slip. (Note: Axle lockup can only occur at speeds below 20 mph.)
The entire lockup process takes about a split second, and is virtually unnoticeable by the average driver. When both wheels regain traction, unlocking occurs and things go back to normal
I guess if the flyweight mech was seized in the lock up position or to one side then it wouldn't release.
May 12, 2006 | 12:46 AM
#9
they've told me that when going straight they should lock up. Or is it not supposed lock up at all? Like moregrip says when it reaches a certain speed they lock up. But when doing turns at low speeds it should unlock to let the inner tire spin freely and evenly with the outer tire. i hope this makes sense and if it dont PLEASE correct me so that i can be smart just like you all. But its locked all the time.
Last edited by whoopassracer; May 12, 2006 at 01:01 AM.
May 12, 2006 | 09:45 AM
#10
Originally Posted by whoopassracer
they've told me that when going straight they should lock up. Or is it not supposed lock up at all? Like moregrip says when it reaches a certain speed they lock up. But when doing turns at low speeds it should unlock to let the inner tire spin freely and evenly with the outer tire. i hope this makes sense and if it dont PLEASE correct me so that i can be smart just like you all. But its locked all the time.