TruTrac in the front

I don't see the point in unlocking one hub. If there is no resistant torque on both axles then it won't lockup. So you're not driving the locked wheel at all. If you're driving that fast, it's easier to shift in to 2Hi and you get the same effect.

 

It's simple. 90% of dirt I drive on doesn't need 4x4. I do it mostly as a courtesy to keep some traction up front to lessen my contribution to wash-boarding the road.

 

This!

I get made fun of for turning on my lockers when the terrain is starting to look appropriate as opposed to waiting until I spin out.

I've found, over the years, it helps keep trail and vehicle damage down.

 

What I mean is that by unlocking one hub, you aren't driving the other locked hub. With no torque from the hub you unlocked causing the torsen to lockup, the wheel that is still locked will not receive any torque. So there is no difference between the handling of unlocking 1 wheel and shifting the TC in to 2WD.

 

Hit some actual trails this weekend. The TruTrac performed very well. It understeers a bit when you get on the gas but it really isn't an issue once you get used to it. At high speeds it wouldn't be great but if I'm going fast enough for it to be a problem I don't need to be in 4wd anyway.

The only quirk with my setup is that the differential only works with an aftermarket CV axle in the drive side. I have been told by Eaton that this issue has been fixed and that the units out in the last month or so are updated. If you are considering the truetrac, give them a call and get the facts straight on what model will fit your truck.

 

How's the steering on the trail with the Tru Trac up front? I'm ADD instead of locking hubs, so I'm curious as to how it performs when you lock both hubs and CRAWL trails?

Truck looks good Chris. Good job

 

How's the engagement when crawling? Do you find yourself left foot breaking quit a bit in order to get it to lock?

Are you ADD or manual hubs?

 

Likewise, Tanner.

Steering isn't bad at all, but it is different.

As far as the performance between an ADD setup and manual hub setup goes, there is no difference. As far as CRAWL trails go - if you do get a wheel off the ground, it will act like an open diff. A bit of action on the brake will get it to lock up. It doesn't take much, but it can be a handfull (or footfull) with three pedals.

It is not a replacement for a locker, which would be ideal for crawling, but it does offer an improvement over an open differential without any clunky operation or delicate parts.

One thing that comes to mind with ADD is that I am not sure if the latest differential is compatible. I know they were testing one a while back, and that the latest is supposed to cover more applications than before, but you will have to get the official word from Eaton. The difference is that with an ADD differential, you are supposed to have a needle bearing that supports the stub shaft on the passenger side of the diff. Mine does not have that, but was run in the past with ADD on the last truck it was on. No harm done, but I can't guarantee that it would NEVER be an issue. Right now I'm running the ADD tube with manual hubs, but keep the ADD locked full time. So far so good.

 

Sweet thanks Chris for the info!

I'm an auto...so left foot braking isn't the end if the world in order to get it to lock up.I will save the denero's for an ARB I think. It'd be nice to know that other axle is "fully" locked.

One thing I have read about is people running an Aussie locker in the front but wiring the ADD into a switch so that you can disengage that stub shaft wine you don't need it. Have you heard of this? Monte and I slung around that idea, but from what I understand, even with am Aussie in the front, in 2wd the carrier and front driveshaft would spin. Unlike it does now with an open diff.

 

I have thought about this too... a poor man's ARB. With manual hubs and ADD, it would probably work, but you're definitely right - with only ADD the drive side CV will rotate the whole carrier and front driveshaft. This might cause a little drag on the driver side wheel causing the truck to pull on the highway. I don't know for sure since I haven't tried it.

If I had the dough, ARB would be the solution. It really has no compromises other than cost.

 

Yea....definitely not going to do that then. My front driveshaft has enough vibration as it is haha. Having it spinning all the time is a no go. ARB it is haha.

So where's your next wheelin trip to?

 

The NorCal crew WAS going to hit Hell Hole this weekend but EVERYONE BAILED! My buddy and I might still go up and do it. He's getting some 34" MTRs tomorrow so we are still trying to figure out a trip for this weekend!