Author Topic: Ok...going with Dana 44 front LSD ...anyone using one and how is it?  (Read 884 times)

0 Members and 1 Guest are viewing this topic.

Offline rts89w150

  • Newbie
  • *
  • Posts: 37
  • RCC Rules!
Going to install a 44 LSD in the front of my 89w150 anybody running one and if so what issues would I be dealing with in four wheel drive. Thanks for the feedback.

RamChargerCentral

  • Advertisement
  • ***

    Offline 712edf

    • Full Member
    • ****
    • Posts: 1507
    • Gender: Male
    Main issue would be turning on slick surface, one front tire (or both) could break traction possibly causing the truck to NOT go where you intend it. This is dependent upon speed, surface slickness, the LSD itself, how far you turn the steering wheel & throttle application or lack of.

    Same for solid surface but you likely won't be using 4x4 so that should be moot point.

    Not much issue travelling straight line.

    Bucky
    1975 W600   318  NP540  T223Rockwell tcase, Rockwell front & rear axles, 6.8 ratio

    Offline modelcitizen

    • RCC Rookie
    • **
    • Posts: 410
    • RCC Rules!
    I 've installed Detroit True Tracs in front and rear diffs on my Ramcharger. Perfect for mud,snow,offroading. They are Torsen differentials and you don't know they're in place until traction is needed. Turning traction in snow is not an issue.

    Offline WNC PowerRam

    • Newbie
    • *
    • Posts: 198
    • Gender: Male
     X2 on the True Trac for the front. I have one in a D60 in my Dodge and one in a D30 in my CJ7.

    You will need to address the CAD in your truck. You can permanently lock the CAD in 4wd and leave the drive pucks in your hubs. The front drive shaft will always be turning and so will the tcase chain. You will still have shift on the fly this way. Or you can replace the pucks with locking hubs. No longer shift on the fly.

    With the factory CAD, in 2wd going down the road the passenger side axle is driving the diff side gear forward, the spider gears in the factory open diff are spinning the inner driver axle in reverse the same rpm as the passenger side is spinning forward. The LSD will not allow this to happen and will rotate the driveshaft whether the CAD is engaged or not. A torsen style or clutch style will not live long with one sided stress of 2wd CAD setup.

    Also, there are usually different part numbers for front diff True Tracs and rear diff True Tracs.

    « Last Edit: May 3, 2020, 09:42:31 am by WNC PowerRam »
    1985 W100, Prospector, 470 stroker Edelbrock RPM heads FiTech Meanstreet EFI/NV4500/NP205, 4 in lift, 35x12.50 Trxus MTs, Warn M12,000, 4.10 Dana 60 TrueTrac Front/Dana 60 PowrLok rear.

    Offline u2slow

    • Full Member
    • ****
    • Posts: 1853
    • Gender: Male
    • Bilge rat
    I agree with WNC on the CAD complications.

    I would prefer a torsen over a friction style LSD/LGD for smoothness and least effect to normal driving.

    OTOH, I'm not afraid to lock the front. Have run a Lockright and No-Slip in the past - but on diffs without CAD.

    A mini-spool and locking hubs could be very effective for slow offroad stuff.

    DD: 90 D250 6BT|5spd|D60/3.54/Lockright
    Tow/haul: 93 W250 Club 6BTA|5spd|D60/80/3.54/Lockright|4" lift|35's|HX35|5x.012s|4" pipe
    Projects: '84 D250 Ramcharger (cummins); '90 W250 Ramcharger (360TBI)
    Hers: 2005 Jeep Liberty V6|6spd|3.73/Trac-lok |3" lift, 245/75R16E Nokians

    Offline RXT

    • FL Chapter Co-Leader
    • Mopar Nut
    • ******
    • Posts: 7174
    • Gender: Male
    • "I love it when a plan comes together"
    I also agree with WNC on the issues with the CAD. I would just go with permanently locking the CAD and install lock outs. You lose Shift-On-The-Fly capability, but you eliminate the short comings of the finicky CAD system

    I like the concept of the Torsen type diffs, but as far as LS, I'm a bigger fan of the Power Lok. They are the most durable LS unit available for the Dana 44 and they lock up tighter than any other clutch type LS, while being more forgiving than a locker.

    Ed
    If we lose freedom here, there is no place to escape to. This is the last stand on Earth.

    Ronald Reagan


    "America will never be a socialist country"

    Donald Trump

    Offline modelcitizen

    • RCC Rookie
    • **
    • Posts: 410
    • RCC Rules!
    True Trac is no wear unit with 95%lockup capability of Detroit Locker. Rock crawling,wheels off the ground not something i'm doing with my truck. This being the only area where i feel a locker is better is of no concern to me. As far as traction,with True Trac,i improved 1/4 mile times over clutch type diff by.2ths in my brothers late model Camaro at the track. Three years in the car now,severe duty,no problems. I don't intend to test them like that in my truck and feel they'll last the life of truck with no maintenance but oil changes.

    Offline RXT

    • FL Chapter Co-Leader
    • Mopar Nut
    • ******
    • Posts: 7174
    • Gender: Male
    • "I love it when a plan comes together"
    The thing about the True Trac is you can preset them for more grip or less grip by using different worm gears which use different pitch. This of course means that depending on how it was initially set up, not all are going to have 95% lock up capability, and like most other LS units, the more aggressive the grip, the less it likes pavement.

    I'll usually shy away from most clutch pack LS, except one. The Power Lok is not a typical clutch type LS. It doesn't rely on beveled gears to load up the clutch packs, like the type that was likely to be in your brother's Camaro. Instead a Power Lok uses a strong 4 pinion cross that floats between two pressure rings and which ride up ramps to load the clutch packs. This design is far stronger and produces far more clamping force then the bevel gear design, and is one of the few LS units that can tolerate big horsepower and big tires. In fact the more torque an engine makes, the tighter this LS locks up.

    Rock crawling isn't really ideal for any LS, but the Power Lok can transfer torque with tires off the ground so long as you can apply a little bit of brake, enough to engage the clutch packs.

    Yes, the Power Lok contains clutches and this is a wear item that eventually has to be addressed at some point. However, in a front axle where you have lock out hubs, the clutches will last a really long time. Other than that, the Power Lok is fully rebuildable and customizable and easy to reload new clutch packs at home, but it will require the knowledge of setting up gears. Theres also a built in redundancy in which, if you do wear out the clutch packs, the differential is still functional. It would default to an open differential which maybe worse than having some sort of traction aide, but you can still drive and get back home. Remember, 4wd with open diffs is still better than "No wheel drive".

    Ed

    If we lose freedom here, there is no place to escape to. This is the last stand on Earth.

    Ronald Reagan


    "America will never be a socialist country"

    Donald Trump

    Offline J10Mike

    • Full Member
    • ****
    • Posts: 2251
    • Gender: Male
    • Delightfully Incompetent.
    I've had the True Trac LSD in the front axles of both my J10 D44HD and RC D60 and I loved them. They worked great when I needed them. And, with locking hubs, obviously no issues when in 2WD.
    1977 Ramcharger, CTD 4bt/46rh/NP241, HX30w, M3 fuel pin, 6 inch lift, BFG 35s, Front D60 w/Detroit Truetrac. Rear HD60 w/Detroit Locker.

    2004 Dodge Dakota Quad Cab 4x4. Unmolested.

    2017 Dodge Challenger R/T 392 Scatpack Shaker - DD

     

    email