Open Diff Swap Or Convert To Limited Slip

[yxmj]

On the Lokka site just choose your make (jeep) model(comanche) and year(1986)  axle(d35) and it will give you the correct part # click to order done deal  :thumbsup:

 

now we sit in silence until the locker is in your hands  :roll:

[redwolf624]

On the Lokka site just choose your make (jeep) model(comanche) and year(1986)  axle(d35) and it will give you the correct part # click to order done deal  :thumbsup:

 

now we sit in silence until the locker is in your hands  :roll:

sweet, thank yall so much, only time in feb-mar will tell if i conver to limited slip,

 

Redwolf

[Eagle]

 

Yes, you have a D35C axle. C = Custom. You do not have a C-clip axle (if it's original). Those did not happen until 1990.

 

sweet, things for clearin that up guys, i was convinced i had a dana 35 c, so does that change the lockers posted above?

 

 

Redwolf

 

 

You DO have a Dana 35C. The 'C' does not indicate that it is a c-clip axle. (As explained above.)

 

Most of the options for both limited-slips units, "lunchbox" lockers, and full-diff lockers are available for both the c-clip and non-c-clip versions of the Dana 35C axle.

 

The lunchbox lockers are easier to install and don't require setting up the gears because you re-use the original differential housing, but they function as lockers, not limited slips. The handling/driving characteristics on the street are different, so if you don't understand the difference, do some homework before making a purchase.

[redwolf624]

 

 

Yes, you have a D35C axle. C = Custom. You do not have a C-clip axle (if it's original). Those did not happen until 1990.

 

sweet, things for clearin that up guys, i was convinced i had a dana 35 c, so does that change the lockers posted above?

 

 

Redwolf

 

 

You DO have a Dana 35C. The 'C' does not indicate that it is a c-clip axle. (As explained above.)

 

Most of the options for both limited-slips units, "lunchbox" lockers, and full-diff lockers are available for both the c-clip and non-c-clip versions of the Dana 35C axle.

 

The lunchbox lockers are easier to install and don't require setting up the gears because you re-use the original differential housing, but they function as lockers, not limited slips. The handling/driving characteristics on the street are different, so if you don't understand the difference, do some homework before making a purchase.

 

ok now i'm confused but lets see if i got this right, i do have a dana35C but it does not have the clips which means the dana35C had the option for clips or not, right? also ya just through more questions in with addin the full diff lockers, what is the difference between the lunchbox lockers and the full diff lockers? and how does replacin my opens to a lunchbox locker make it function as lockers and not a limited slip? lol ya said do homework and ya seem pretty knowledable eagle  :laughin:  :D

 

Redwolf

[yxmj]

:popcorn:

[Pete M]

to sum it up...

 

limited slip:  generic term for a diff that tries hard to keep power going to both tires but will allow some differentiation if the going gets tough.  this design can be expensive to get into your axle.

 

locker: generic term for a diff that physically locks the two tires together when the going gets tough.  this design has both expensive and cheaper types available.

 

a "lunchbox locker replaces the spider gears inside the stock carrier and is relatively cheap and easy to install. 

 

a full diff locker is far more expensive but stronger because they replace the stock carrier. (the strength aspect won't matter in the case of the Dana 35 because the shafts in the axles will likely fail before the stock carrier)

 

Dana 35C: the most common axle found under MJs and XJs.  1984-1989 were of a non C-clip axle retention design.  1990+ were of a C-clip axle retention design. 

 

The C in Dana 35C does not in any way refer to the C-clip. 

 

To sum up the summary:  go buy a lunchbox style locker, install it, and then let us know how much you love it. :D

 

 

 

one caveat to all this:  the open diff that you have now is a better choice for snowy and icy streets (less traction, but far less likely to spin out).  but in theory you could remove and install the lunchbox locker with the seasons.

[redwolf624]

to sum it up...

 

limited slip:  generic term for a diff that tries hard to keep power going to both tires but will allow some differentiation if the going gets tough.  this design can be expensive to get into your axle.

 

locker: generic term for a diff that physically locks the two tires together when the going gets tough.  this design has both expensive and cheaper types available.

 

a "lunchbox locker replaces the spider gears inside the stock carrier and is relatively cheap and easy to install. 

 

a full diff locker is far more expensive but stronger because they replace the stock carrier. (the strength aspect won't matter in the case of the Dana 35 because the shafts in the axles will likely fail before the stock carrier)

 

Dana 35C: the most common axle found under MJs and XJs.  1984-1989 were of a non C-clip axle retention design.  1990+ were of a C-clip axle retention design. 

 

The C in Dana 35C does not in any way refer to the C-clip. 

 

To sum up the summary:  go buy a lunchbox style locker, install it, and then let us know how much you love it. :D

 

 

 

one caveat to all this:  the open diff that you have now is a better choice for snowy and icy streets (less traction, but far less likely to spin out).  but in theory you could remove and install the lunchbox locker with the seasons.

thanks pete that helps a lot, but one more question, it the locker locks the tires when the goin gets tough, how does it know when that is? would i have to install a lever or any sensors?

 

Redwolf

[Pete M]

the internal springs do that for you.  :thumbsup: 

[Eagle]

thanks pete that helps a lot, but one more question, it the locker locks the tires when the goin gets tough, how does it know when that is? would i have to install a lever or any sensors?

Capsule summary:

 

There are a couple that work differently, but most limited slips use spring-loaded clutches inside the differential to lock the two sides (axle shafts) together. When the tires have no traction, the two axles stay locked together and both rear wheels turn at the same speed. If both wheels have traction, when you go around a corner the tires generate enough torque difference to make the clutches slip, at which point the differential acts like a differential and allows the tires to rotate at different speeds.

 

That's a limited slip -- which is what you originally said you wanted.

 

A locker uses springs and things inside the differential to lock and unlock the two rear axle shafts. Basically, when you're coasting they unlock, and when you apply power they lock. When you run a real locker you have to learn all over again how to turn corners, because you want to go in fast enough that you can let off the power and coast around the turn. Otherwise, you'll be chirping the tires all the way through the turn. It's the opposite of a limited slip -- more power around corners when both rear wheels have traction will NOT unlock a locker -- it'll lock it up tighter.

[redwolf624]

the internal springs do that for you.  :thumbsup:

 

thanks pete that helps a lot, but one more question, it the locker locks the tires when the goin gets tough, how does it know when that is? would i have to install a lever or any sensors?

Capsule summary:

 

There are a couple that work differently, but most limited slips use spring-loaded clutches inside the differential to lock the two sides (axle shafts) together. When the tires have no traction, the two axles stay locked together and both rear wheels turn at the same speed. If both wheels have traction, when you go around a corner the tires generate enough torque difference to make the clutches slip, at which point the differential acts like a differential and allows the tires to rotate at different speeds.

 

That's a limited slip -- which is what you originally said you wanted.

 

A locker uses springs and things inside the differential to lock and unlock the two rear axle shafts. Basically, when you're coasting they unlock, and when you apply power they lock. When you run a real locker you have to learn all over again how to turn corners, because you want to go in fast enough that you can let off the power and coast around the turn. Otherwise, you'll be chirping the tires all the way through the turn. It's the opposite of a limited slip -- more power around corners when both rear wheels have traction will NOT unlock a locker -- it'll lock it up tighter.

 

thanks pete and eagle, that helps a lot, and eagle with what ya said bout the lockers, i'll probably get a limited slip diff cause i have a bad habit of not coastin lol,

 

Redwolf

[yxmj]

:ack:    :shake:

[Pete M]

the parts involved with a limited slip swap will replace the carrier and will require gear setup.  because of the labor cost involved, they are not cheap to add.

 

If you want a limited slip diff, your cheapest route is likely a junkyard axle that already has it installed. 

[Blue88Comanche]

:agree:

but if you if you want new check out the gear driven limited slips.  they don't require any special additives, and last a good bit longer.  but will require the gears to be set up.  Total cost parts and install: $550-$850.  

 

here are some reviews: http://www.jeepforum.com/forum/f249/eaton-truetrac-771848/

[Eagle]

A limited slip is what you originally asked about, and IMHO for street use a limited slip is much superior to a locker -- but there is no such thing (that I know of) as a lunchbox limited slip. To convert to limited slip you have to remove and discard your original differential carrier (not the outer case with the axle tubes, the inner differential that contains the spider gears) and replace the whole thing with a new differential unit. This means moving your existing ring gear over to a new carrier, and that means to do it right you have to have the tools and the knowledge to check the setup of the gears. You'll be installing new diff bearings, and new shims to set the backlash between the ring gear and the pinion gear. If you don't know how to do that, it'll cost you to have it done correctly.

 

The advantage to the so-called "lunchbox" lockers is that they just replace the spider gears inside your existing carrier. Because you don't change the diff carrier, you don't need to set up the gears again. But ... it's a locker, with all the performance advantages and disadvantages that carries.

[Eagle]

:agree:

but if you if you want new check out the gear driven limited slips.  they don't require any special additives, and last a good bit longer.  but will require the gears to be set up.  Total cost parts and install: $550-$850.  

 

here are some reviews: http://www.jeepforum.com/forum/f249/eaton-truetrac-771848/

I have a Truetrac in my '88 MJ. I love it. When I bought it the price was $350, compared to $250 for a Trac-Lok. I had already worn out the clutches on the '88 Cherokee's factory Trac-Lok (they only last 150,000 miles, can you imagine that?), so I liked the idea of no clutches. It works great.

 

That said, at the current prices, I'd go for a Trac-Lok. For the difference in price, I can buy a lot of friction modifier.

[redwolf624]

thanks guys, it's still up in the air which one i'll switch to when i do have the money, i do a lot of just drivin on the streets but every now and then i'll tear up a field and hit a mud hole or two (no giant ruts) that's the only reason why i thought of switchin to the limited slip,

 

Redwolf