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Old 01-12-2011, 12:25 PM   #1
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posi track vs lockers

in a recent trip to my grandparents, i stumble upon my dad 68/69 (can't remember what year) camero axel. he told me it was a posi track but didn't remember what gears. altho sitting outside for years i was able to turn it by hand, so its not compleat junk. but whats the diffence between a posi track and lockers? im pretty sure its not a good axel to put on a jeep, but maybe something to trade for a dann44

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Old 01-12-2011, 12:47 PM   #2
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Posi track is a limited slip differential using a clutch plate to hold both wheels together. When a sufficient torque differential is applied, the clutch pack 'lets go' and the wheels are allowed to spin at different speeds. A locker mechanically locks the wheels together.

Check to see if its a 10 bolt or 12 bolt rear end. If its a 12, its pretty valuable.

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Old 01-12-2011, 01:32 PM   #3
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Yep, a limited slip is kind of a medium between lockers and open differentials. The limited slip operates off of torque and wheelspeed. Once one wheel starts spinning faster than the other, it will start sending power to the other wheel not spinning. It will not lock up 100% though, such as a locker or spool. But they are invisible mostly on the street, where as a locker (besides a selectible such as an ARB, OX, etc.) will have some amount of characteristics on the street. (Whether they are good/bad/liveable/unliveable is a debate which happens quite often, but a limited slip is generally un-noticeable during normal driving)


"Posi" is a term coined by GM back in those days, which means a limited slip. Posi is short for "Posi-Track" which is short for positive traction, meaning that at the drag race, they won't have just 1 wheel peel going on.

Mopar and Ford also had their names for limited slips. Mopar was Sure Grip, IIRC, and I cannot remember what Ford had at the moment.
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Old 01-12-2011, 05:19 PM   #4
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fords was called traction-lock. posi was a gm term although chrystler was the fist to put it on an american car. amc had a version too called twin grip or double grip, i cant remember which.
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Old 01-12-2011, 06:12 PM   #5
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The camaro axle may be worth something (something more than a junk axle lying around) find a camaro site and see. Posi-Traction (limited slip) does eventually wear out - - the clutches go bad over time and it becomes essentially an open differential. The answer to your preference for a locker or limited slip (aka trac loc, positrac, twin grip etc..) depends on your use: If you do nothing but mud bog and climb rocks you want a differential lock front and back. If you daily driver your jeep - you want a limited slip diff. Go watch "My Cousin Vinny" and watch the hot Marisa Tomei explain the difference between posi traction and an open differential.
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Old 01-12-2011, 08:38 PM   #6
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ok so posi track is just the old school way of saying limited slip? im not sure how damaged the inside is. he did burn the whole car up, literally. i was told he had just headers on and got it stuck down a dirt road and caught the ground underneath on fire and all he could do was sit and watch it
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Old 01-12-2011, 08:50 PM   #7
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Once one wheel starts spinning faster than the other, it will start sending power to the other wheel not spinning.
Not quite Mike. No worries though, even most LSD manufacturers explain it that way winch is a simpler concept for most to grasp.

In reality, when one wheel starts spinning, a limited slip differential couples the non-spinning wheel to the spinning wheel via either a clutch pack or gears. That couples the non-spinning tire's greater traction and thus resistance to the spinning tire which then increases the amount of resistance the engine works into. When the engine works into that greater resistance provided by coupling the non-spinning tire to the spinning tire, the engine's torque level output increases which is split 50:50 (always 50:50!) by the differential to the left and right tires. It is that added torque delivered to the non-spinning tire (remember it has more traction since it is not spinning) that helps get things moving again. LSDs never transfer more power to one side or the other, they simply raise the amount of torque delivered to both sides by raising the amount of resistance the engine works into.

An engine can never develop more torque than is required to get one side spinning. So by coupling the non-spinning side to the spinning side, that creates the added resistance the engine needs to develop more torque which is in turn split 50:50 so the non-spinning side gets more torque (equal to the other side) which is often enough to get the Jeep moving again.

Open differentials and limited slip differentials always... always... split the torque delivered to them 50:50 to the left and right wheels. Always. Really.
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Old 01-12-2011, 09:06 PM   #8
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What about the PowerTrax no slip locker. I have an Aussie Locker on the front and a limited-slip in the rear. A guy I work with insists I should put the PowerTrax on the rear, he swears by it. I think he is going off price primarily, not performance. Is there really a difference between limited-slip, no-slip and true lockers? Whats the best solution, I bought it like this and want to replace the limited-slip one way or another.
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Old 01-12-2011, 10:21 PM   #9
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Not quite Mike. No worries though, even most LSD manufacturers explain it that way winch is a simpler concept for most to grasp.

In reality, when one wheel starts spinning, a limited slip differential couples the non-spinning wheel to the spinning wheel via either a clutch pack or gears. That couples the non-spinning tire's greater traction and thus resistance to the spinning tire which then increases the amount of resistance the engine works into. When the engine works into that greater resistance provided by coupling the non-spinning tire to the spinning tire, the engine's torque level output increases which is split 50:50 (always 50:50!) by the differential to the left and right tires. It is that added torque delivered to the non-spinning tire (remember it has more traction since it is not spinning) that helps get things moving again. LSDs never transfer more power to one side or the other, they simply raise the amount of torque delivered to both sides by raising the amount of resistance the engine works into.

An engine can never develop more torque than is required to get one side spinning. So by coupling the non-spinning side to the spinning side, that creates the added resistance the engine needs to develop more torque which is in turn split 50:50 so the non-spinning side gets more torque (equal to the other side) which is often enough to get the Jeep moving again.

Open differentials and limited slip differentials always... always... split the torque delivered to them 50:50 to the left and right wheels. Always. Really.

Ha ha, yeah you are 100% correct. I guess I should have added in "laymen's terms" or something to the beginning of my post. Power doesn't litterally move from wheel to wheel, it just seems that way to an outside observer I guess. What you said about 50:50 split and torque vs. resistance (traction) is absolutely correct.
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Old 01-13-2011, 12:23 AM   #10
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What about the PowerTrax no slip locker. I have an Aussie Locker on the front and a limited-slip in the rear. A guy I work with insists I should put the PowerTrax on the rear, he swears by it. I think he is going off price primarily, not performance. Is there really a difference between limited-slip, no-slip and true lockers? Whats the best solution, I bought it like this and want to replace the limited-slip one way or another.
A Powertrax No-Slip is a true locker which is better when an offroad trail is uneven enough to lift tires up enough so they have no traction. LSDs work best when both tires are on the ground.

Lockers will put up to 100% of the available torque on one tire like when the other tire is in mid-air or has no traction. A limited slip differential can only put 50% of the available torque on a single tire and when the other tire is spinning from a lack of traction, not much torque will be available for the tire on the ground even with a LSD.
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Old 01-25-2011, 03:07 PM   #11
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Do I have Trac-Lok?

Anyone know if a 2006 Wrangler X TJ would have the Trac-Lock? I want to change my diff oil and not sure if I should use oil good for both with additive or just my fav Lucas gear oil... have a Dana 35 on the rear.
Thanks....Reno
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Old 01-25-2011, 03:15 PM   #12
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Look at the tag on the rear end, it should have an L where the . is on most if its limited slip....ie:

3.73 but with limited slip 3L73
4.10 but with limited slip 4L10
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Old 01-26-2011, 02:13 PM   #13
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Exclamation Tagged

I saw a steel tag...had to spit on it to read it..lol but It looks as if it says USE LIMITED SLIP LUBE. The tag is under one of the Diff bolts so I would say I am in the know here. Now do I need the additive or just something approved for LSDiffs? Valvoline says it is ok for LSDiffs??
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Look at the tag on the rear end, it should have an L where the . is on most if its limited slip....ie:

3.73 but with limited slip 3L73
4.10 but with limited slip 4L10
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Old 01-26-2011, 02:21 PM   #14
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Yeah any of the LSD additive should be fine
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Old 01-26-2011, 02:27 PM   #15
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Heya Goose....so use additive or just go with oil that says it is approved for LSD? Your opinion is waaay valued.
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Yeah any of the LSD additive should be fine
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Old 01-26-2011, 02:42 PM   #16
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The friction modifier additive that is sold separately is the same stuff that has already been added to most gear lubes. If the gear lube already contains it, don't add any more.
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Old 01-26-2011, 03:00 PM   #17
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Thanks a ton!
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The friction modifier additive that is sold separately is the same stuff that has already been added to most gear lubes. If the gear lube already contains it, don't add any more.
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Old 01-26-2011, 03:03 PM   #18
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I don't think so....otherwise there would be no reason for additive. And to further that thought, some diffs require more additive than others therefore the infused oil wouldn't be correct for that application.

What I do is get the basic gear oil and add one bottle of friction modifier to it for a standard jeep axle...on my bigger axles I put two bottles of it in, but they hold over a gallon of oil each.
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Old 01-30-2011, 12:27 AM   #19
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How much additive per quart ya think ...Summit sells it
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I don't think so....otherwise there would be no reason for additive. And to further that thought, some diffs require more additive than others therefore the infused oil wouldn't be correct for that application.

What I do is get the basic gear oil and add one bottle of friction modifier to it for a standard jeep axle...on my bigger axles I put two bottles of it in, but they hold over a gallon of oil each.
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Old 01-30-2011, 09:37 AM   #20
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I only use the additive if I know for sure it has clutches in the rear end. If it has a detroit, arb, etc I run straight cheapo gear oil like every other diff shop uses, nothing special or high dollar. I'm not really a fan of Lucas honestly.
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Old 01-30-2011, 11:06 AM   #21
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Diff oils

But Lucas has such cool hats! hehe...Why not Lucas? Any "particulate" reason?
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I only use the additive if I know for sure it has clutches in the rear end. If it has a detroit, arb, etc I run straight cheapo gear oil like every other diff shop uses, nothing special or high dollar. I'm not really a fan of Lucas honestly.
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Old 01-30-2011, 11:47 AM   #22
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I tried some of their p/s additive and it didnt work, dad tried the tranny stop slip stuff and it didn't work....I do like their green grease though

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