Looking For Twin Traction

[prager]

Thanks for the tips guys! I just replaced the rear end with a 44, but sadly it was not a TT. I think they are getting a little harder to find anymore..The one I got was maybe out of a truck or something..the date code on the gears was from the 1956 model year. I was told that these will hold up well to higher horse engines..I hope that is true!! Also, when installing a posi unit, like was in the topic before, do you need to replace the axle shaft seals? I just replaced them and would hate to do it again if I had to pull the shafts..I put in the old leather type that I got n.o.s. Also..I suppose one could find a rear end for cheaper than 450...but it would probably be faster to put in a posi spider unit than it would an entire rear end unit...

[Roscomacaw]

I didn't think I had it wrong. My search, a few years ago, was more than casual. I was sold on the Powertrax unit. Like this:

http://www.powertrax.com/nsexploded.html
http://www.powertrax.com/noslip.html

Not to be confused with the Lock Right unit you speak of, 4X4:

http://www.powertrax.com/lockright.html



Miscreant at large.

1957 Transtar 1/2ton
1960 Larkvertible V8
1958 Provincial wagon
1953 Commander coupe
1957 President 2-dr
1955 President State
1951 Champion Biz cpe
1963 Daytona project FS

[Stude4x4]

Thanks for the clarification biggs. I don't want to be tellig people one thing and it being something else.

Prager, you wouldn't have to replace the seals if you just put them in. I would highly recommend putting an Auburn Gear Limited slip in your 44. Even though its form 56 you can get one 19 spline.

-Home of John Studebaker-

[prager]

Thanks again for the info guys...So for my info, whatever I get, it should be 19 spline? Is there any other info I need to know before I go searching for the unit? I am not too experienced with rear axle stuff so bear with me..Thanks!!

[rusty nut garage]

The problem with so called plug in lockers or limited slips is that the end result is only as good as the quality of the carrier was to begin with. Worn carriers can cause the locker to engage and disengage running straight down the highway. If the carrier is worn in the area where the side gears run or wear on the thrust washers (shims) behind the side gears. The other is machined center holes that are off, but close enough that no problems were ever encountered running the open rear end.
Bottom line is carriers that were designed for lockers are machined to a tighter tolerance.
Russ

quote:Originally posted by Mr.Biggs

I was looking into this a couple years ago. There's a unit called Powr-Trax (I think that's the name) that offered a limited slip insert that only required you take the back cover off the rear and pull the axles out a bit. The sucker's 'sposed to bolt right in and be good to go! Price was about $400 or less and they DID offer one for a 19-spline Type 44.
I haven't followed thru on this and maybe never will since I found a TT rear to use where I wanted. Maybe someone else here knows of what I speak. Jeff?[8D]

Miscreant at large.

1957 Transtar 1/2ton
1960 Larkvertible V8
1958 Provincial wagon
1953 Commander coupe
1957 President 2-dr
1955 President State
1951 Champion Biz cpe
1963 Daytona project FS

Russ Shop Foreman "Rusty Nut Garage"
57 SH (project)
60 Lark VIII 2dr sd (driver)

[Stude4x4]

That's why I said to buy the Auburn Gear limited slip. Speaking from experience its one of the best on the market right now. Yeah it will cost more than to replace the spider gears but its worth if your getting a tough carrier. Prager all you need to do is find a power lock or a new Auburn Gear limited slip. The only information you need to know is this: Its for a Dana 44, 19 spline. Pretty simple. I you want I could order you an Auburn Limited slip. But its up to you.
Jake

-Home of John Studebaker-

[prager]

Jake, how much do these units usually cost? Thanks!!

[Rosstude]

[Roscomacaw]

If I read it right, Ted says he HAS a 27-spline TT unit for dcofield's needs. That would be the easiest way to go.

And, no change of those seals should be necessary.

Miscreant at large.

1957 Transtar 1/2ton
1960 Larkvertible V8
1958 Provincial wagon
1953 Commander coupe
1957 President 2-dr
1955 President State
1951 Champion Biz cpe
1963 Daytona project FS

[dcoffield]

Yes he does. We've been direct emailing to work out the details. His tt is for larger ratios, so I've had to descide if I could go from 3.31 to 4.09 without problems. I'll probably adjust the tire size to compensate for some of it.

[dcoffield]

This is way off the subject, but I just found out my brother was staying at the Hyatt Hotel in Amman Jordan. He had left the hotel for dinner about a hour before the terrorists blew up all those innocent people. Wow!

[Roscomacaw]

WOW is right. Let's hope he doesn't get caught up in any more nonsense like that![xx(]

BTW, I don't think you can simply change gears to adapt to that TT unit. A different gear case is required too. Or, maybe I'm reading more into it than there is.[:I]

Miscreant at large.

1957 Transtar 1/2ton
1960 Larkvertible V8
1958 Provincial wagon
1953 Commander coupe
1957 President 2-dr
1955 President State
1951 Champion Biz cpe
1963 Daytona project FS

[dcoffield]

Ok, I have a 3.31 gear axel now. Ted has a tt unit for the larger gear ratios and a 4.09 gear set. Can I put his tt unit with the 4.09 gear set in my axel?

[DEEPNHOCK]

Not so with the Powertrax.
http://www.drivetrain.com/noslip.html
It is designed so it can be adjusted.
Granted, installing one in a junk diff will make for a more expensive junk diff, bit it can be done.
But at $400+ for just the Power-Trax, your normal Stude/Dana alternatives are multiple.
But for the guy who has a decent diff, this could be an alternative that wouldn't require a case spreader, a pinion depth guage, or a trip to the differential shop.
However... I am not a fan of 'lockers', as they are too harsh for the street. Having run a Detroit locker around a while, they take a bit of thrashing to get them to lock up, and a bit of thrashing to get them to unlock. (You have to spin the tire(s) to lock it, and turn a corner to unlock it).. If you don't 'lock it', then when you drive, you are driving off one axle. The car/truck will pull slightly to one side under power and pull the other way inder decelleration. And going around a corner in the rain when it is 'locked up' is an experience to be avoided.
That's why I like the multiple plate, and cone style limited slip diff's, like the Dana or the Auburn....
Jeff[8D]

quote:Originally posted by rusty nut garage

The problem with so called plug in lockers or limited slips is that the end result is only as good as the quality of the carrier was to begin with. Worn carriers can cause the locker to engage and disengage running straight down the highway. If the carrier is worn in the area where the side gears run or wear on the thrust washers (shims) behind the side gears. The other is machined center holes that are off, but close enough that no problems were ever encountered running the open rear end.
Bottom line is carriers that were designed for lockers are machined to a tighter tolerance.
Russ

quote:Originally posted by Mr.Biggs

I was looking into this a couple years ago. There's a unit called Powr-Trax (I think that's the name) that offered a limited slip insert that only required you take the back cover off the rear and pull the axles out a bit. The sucker's 'sposed to bolt right in and be good to go! Price was about $400 or less and they DID offer one for a 19-spline Type 44.
I haven't followed thru on this and maybe never will since I found a TT rear to use where I wanted. Maybe someone else here knows of what I speak. Jeff?[8D]

Miscreant at large.

1957 Transtar 1/2ton
1960 Larkvertible V8
1958 Provincial wagon
1953 Commander coupe
1957 President 2-dr
1955 President State
1951 Champion Biz cpe
1963 Daytona project FS

Russ Shop Foreman "Rusty Nut Garage"
57 SH (project)
60 Lark VIII 2dr sd (driver)

DEEPNHOCK at Cox.net
'37 Coupe Express
'37 Coupe Express Trailer
'61 Hawk

http://community.webshots.com/user/deepnhock

[DEEPNHOCK]

I forget which ratio number is where the carrier changes, but here is why it is important to get the right one,
The lower the ratio (higher the number) the smaller the pinion gets (fewer teeth). This means the ring gear has to be thicker to get the teeth over to the (now smaller) pinion gear to mesh. Sometimes a spacer plate can be added to move the ring gear over with a larger ratio (smaller number)carrier, but longer bolts are needed. I'd have to look it up, but IIRC, the split was around 3.43 for a carrier change. A 4WD shop may be able to help, as a ton of p/u's use the Dana 44....
Jeff[8D]

quote:Originally posted by dcoffield

Ok, I have a 3.31 gear axel now. Ted has a tt unit for the larger gear ratios and a 4.09 gear set. Can I put his tt unit with the 4.09 gear set in my axel?

DEEPNHOCK at Cox.net
'37 Coupe Express
'37 Coupe Express Trailer
'61 Hawk

http://community.webshots.com/user/deepnhock