Compression Ignition Addict
Join Date: Aug 2011
Location: Full-Time Camper in Ca.
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Originally Posted by CT Performance, Inc.
Auburn’s rugged 4-pinion gear design arrangement is designed to exceed the performance of OE and aftermarket differentials alike. “This diff will give drivers total assurance that they won’t break gears when pushing their vehicles to the limit in locked mode,” Forrest added.
When Auburn’s differential is unlocked, or open, it allows each individual wheel to rotate at a variable rate. In its open mode, the new differential provides equal rotational torque to each wheel. Although the wheels may rotate at varying speeds, each applies a similar rotational force, even if one wheel is stationary while the other is revolving.
When the new differential is locked, it forces both wheels to rotate at an equal speed regardless of terrain or traction. In locked mode, each wheel applies a rotational force equal to the conditions and its tractive capacity, so the torque exerted on the differential hemispheres, each side-shaft and wheels can be significantly unequal.
Is it just me or does that last paragraph contradict itself???
2015 F-350 CCLB DRW, Lariat Ultimate,
2nd Gen. 6.7L "Scorpion" Turbo Diesel,
440HP/860TQ, Torque Shift 6-speed,
Tuxedo Black W/Charcoal Black Int.,
14,000 LB GVWR,
3:73 Gears W/Limited Slip,
17" Polished Forge Alum. Wheels,
BFG All-Terrain Tires,
Factory 5th Wheel/Gooseneck Prep Pkg.,
Spray In Bed-Liner,
Supplemental Cab Heater,
FX4-Off Road Pkg.,
Engine Block Heater,
9025 Lbs. on the CAT Scales.
"Mack Daddy Scorpion!"