Hello everyone, I was wondering if there was a way to make the 9.25 rear end with the limited slip actually do anything? From my experience across multiple 2nd gens with this LSD, it never seems to actually make any sort of difference.

I even had my current one recently rebuilt after some of the little clips that hold the clutch packs came out and wrecked it. Both before and after the rebuild, it acts just like an open diff. I have a friend with a 98 ram, also equipped with the LSD, has the same experience.

Anything more than a very slight difference in traction will result in only one tire will spinning. Is this just how they are, or is something wrong?

pic of my truck

 

That's not right. I have a 2500 with a dana 70, and the LSD in that thing grabs both tires, regardless of traction. I would suspect something worn, or not properly assembled.

 

This is what I've seen with any TracLok application.

IMO it was designed for OEM use to be undetectable and avoid customer complaints. Truly effective TADs are noticeable and you have to know how to drive, eg if both wheels lock in slick conditions, etc.

 

I don't have to much experience with the 9.25 lsd but my thoughts on it are:
If you compare it to other limited slip units you will see springs to put pressure on the clutches. This is a pic of a "sure grip" rear from the 70's(in a 9.25).


The 9.25 was made from 1970 up to 2010, It then was a called the 9.25ZF 2010+ (not sure what changed in these).
This is a diagram of the "Trac Loc" Dana/Spicer made these not only for the 9.25, This diagram is for a Dana 60(different parts but same design).


If you look at #48 it's called "Plate – Preload Spacer" AKA spring. I can see this working with brand new friction plates/steels but not long after they start to wear. Not sure how well heat effects their performance either. Also how much pressure is it applying? Another issue is #49 the clips that break and cause problems. I would think on paper this would work but in reality? Add in that many manufactures make rebuild kits for these but are they the same quality as genuine Dana/Spicer parts? The Dana 70 has a "Power Loc" but uses two " Disc Dished"(aka springs) between the friction plates and no clips. Although similar but different.

A conventional friction disk type with "regular" coil springs are the norm for any true limit slip.

A conventional coil spring will apply force over lot longer distance than a belleville/conical spring will. I have experience with these styles along with the Auburn style limited slip units.


These use a cone and cup design, And as long as they are clean of debris work well. Add debris and it tears up both surfaces and doesn't work as well. And from what I seen you can't get parts for these unless straight from Auburn. Neither of these have any problem putting down two black strips of rubber on the asphalt!


I think rather than rebuilding the stock Trac Loc there are other options available as far as limited slips go.
Thoughts?

 

Yeah, there are other options, I am personally a fan of the Thorsen style limited slips, no clutches to wear out, not as harsh as a locker.... But, going beyond rebuilding what you have, it gets expensive REAL fast.

 

They make a plated lsd to but it uses a belleville washer for a spring also. I'll stick with the conventional plate coil spring type. Tried and true only down side is you have to replace the plates when they wear out. You can get the Auburn style for about $450 here. I'm not knocking the Auburn it works but I would make sure the diff you put it in is spotless and change the fluid more often to keep contaminants out. Yukon Dura Grip I found for $360 here. Options are available that won't break the bank.

 

The Sur-grip in my '96 Ram 1500 is open until there is slippage under torque. I never notice it at all until I'm in mud or slop and need it and it pulls me right out.

 

Mine will chirp both and power braking leaves 2 stripes. I bought a Powertrax Sure Grip locker made for the posi I have in my 9.25. There is one for an open carrier and one for a posi carrier.

 

The previous owner of my truck said it was doing that when he power braked it with some buddies. Then he lost first and reverse gear. That's why it's on its third transmission.

 

Never understood "power braking", More like put the trans(and other drive line) under extreme load. Line locks are a lot cheaper than a trans rebuild.