To:               LandCruisers@tlca.org
Send reply to:    LandCruisers@tlca.org
Date sent:        Tue, 20 Jan 1998 22:59:12 -0800
From:             Ski Bum 
Subject:          PowerTrax No Slip Diff Info

Well guys, here is a copy of my request to PowerTrax and their response
about the newly advertised "No Slip Diff":

>Bruce wrote:
>
> Saw the new(?) "No Slip Differential" on your web site and in Summit
> Racing's Catalog.  Is this the long awaited "Command Locker"
> (electro-magnetic actuated locking diff - like ARB's without the air
> lines to break)?  Please forward any info on this product (and the
> Command Locker if this is not it) for Toyota FJ40 Land Cruisers - mine

> is a 1974 model (10/74 production date).
>
> --
> Bruce of Redding, CA    TLCA#6388
> http://www.c-zone.net/skishast/tlc.html
> '74 FJ40 -  "Ray" - Chevy 350 w/HIGH ENERGY IGNITION

PowerTrax Replied:

Thank you for your interest in the No-Slip Differential.  Our web page
is currently under development, and we expect its completion in spring
1998.  Once it is completed, the Powertrax web site will provide product
information, our complete application guide, and new product release
information and dates.

Because of the strong interest for the No-Slip Differential, we would
like to provide the following information.




         NO-SLIP DIFFERENTIAL
        THE ULTIMATE DIFF
         BREAKTHROUGH TECHNOLOGY COMBINES
    THE POWER OF HARSH LOCKERS WITH THE QUIET
     SMOOTHNESS OF LOW-TRACTION LIMITED-SLIP/POSI'S

Finally, a differential that does it all!  Revolutionary new,
patent-protected, technology allows the Powertrax No-Slip Differential
to surpass all other available differentials.  For the first time, it
combines all these features to provide the ultimate diff:

? Maximum Traction Output
? Smooth and Quiet Operation
? Fully Automatic
? High Strength and Durability
? Easy Installation
? Broadest Range of Applications
? Available in Case and Non-Case Versions
? Fits Open, Limited-Slip/Posi, and Locking
   Differentials
? Models for Virtually All Axle Types, Including
   C-Clip
? Compatible with ABS and Independent
   Suspension Systems
? Needs No Pressure Lines or External
   Connections
? Has No Friction Clutches or Cones to
   Overheat or Wear Out
? Requires No Special Lubrication or
   Maintenance
? Ideal for Trucks, Sport Utility Vehicles, Vans, R.V's
? Easily Upgrades 2-Wheel Drive, and 4x4 Vehicles

No-Slip Differential Product Information:
Using advanced Computer-Aided Design methods, Powertrax engineers have
succeeded in developing the first anti-slip differential technology,
superior to both limited-slip and locking differentials.  Although
popular limited-slip/posi's have generally provided smooth operation,
their inherent design limitations have provided only minor traction
improvements over conventional "open" differentials.  Alternative
locking differentials sacrifice smoothness for excellent traction
enhancement, and result in harsh and noisy operation.  Until now, the
choices were either: quiet but poor traction; smooth but minimal
traction; or harsh but maximum traction.

The Powertrax No-Slip Differential eliminates the need to compromise,
delivering maximum traction with smooth and quiet operation.  Power is
automatically directed to provide full engine torque to both wheels,
even if one has zero traction.  Unwanted wheel slip is controlled to
provide the best traction output.  Transitions are smooth and quiet,
from equal torque distribution to both wheels, to differential action
when making a turn.

Both case and non-case versions are available.  The non-case versions
install easily in existing open, limited-slip/posi, or locking
differential cases.  No special tools or professional setup are
required.  The case assembly version features a specially designed
extra-strength case, if complete replacement of the O.E. case is
preferred.  Key components are made from ZytaniumTM for ultra-strength
and maximum durability.

Applications cover virtually all 4x2 and 4x4 trucks, sport utility
vehicles, vans recreational vehicles and many rear wheel drive passenger
cars.  Both front and rear axle applications are available for 4x4
vehicles.

Whether your vehicle is a 2-wheel drive or 4x4, the Powertrax No-Slip
Differential will maximize traction performance smoothly and quietly.
Even 4-wheel drives with conventional or limited-slip differentials can
easily get stuck.  But a Powertrax No-Slip Differential lets 2-wheel
drives go where 4x4's go, and makes 4-wheel drives unstoppable.

Installation Information:
Powertrax No-Slip Differentials have been specially designed for ease of
installation.  Because they can be installed inside the existing
differential case, the highly accurate factory ring and pinion setup
does not need to be adjusted, and in many cases doesn't even have to be
touched.  Complete easy-to-follow, model specific, step-by-step
instructions are supplied with each unit.  No special tools are
required, and most installations can be completed in a couple of hours.

Powertrax No-Slip Differentials are also available in special high
strength cases.  Only these case versions need the ring and pinion to be
reset, requiring proper equipment or professional installation.


Product Availability:
Our first five models are currently in production.  Tentative release
dates are as follows:

Differential      Scheduled Release Date
G.M. 10 Bolt, 8.5 inch (28 spline axle)  March 15, 1998
G.M. 10 Bolt, 8.5 inch (30 spline axle)  March 15, 1998
Ford 8.8 inch (31 spline axle, 7/8 inch shaft) March 15, 1998
  (fits posi differential)
Ford 8.8 inch (31 spline axle, 7/8 inch shaft) March 15, 1998
  (fits open differential)
Toyota Land Cruiser (30 spline axle)   March 1, 1998

Other models under development as of 1/15/98:
Toyota 8 inch (30 spline axle)    May 1998
Dana 44       May 1998
Dana 35       May 1998
G.M. 14 Bolt, 9.5 inch (33 spline axle)  June 1998
AMC 20        June 1998
Ford 9 inch       July 1998

Other models will follow.  Please check our web page in late spring for
additional releases and dates.

Thank you for contacting our web page.  We are working hard towards its
completion, and look forward to providing you with excellent information
and service.  Your name and address will be kept on file.  If you have
any additional questions at this time, please call us at 800-578-1020.

Thank you,

Powertrax

--
Bruce of Redding, CA    TLCA#6388
'74 FJ40 -  "Ray"
http://www.c-zone.net/skishast/tlc.html

To:               LandCruisers@tlca.org
Send reply to:    LandCruisers@tlca.org
Date sent:        Wed, 21 Jan 1998 12:01:28 -0500
From:             Susan and/or David Dannenberg 
Subject:          new No Slip Dif: Powertrax

Thanks Bruce for posting about that new dif. I called Powertrax to get more
info. They guy told me that the price will be $375 each. The high strength
case is $100-$125, but not necessary unless the original case is worn out.
It is supposed to install with relative ease by any competent shop. It is
supposed to behave close to an open dif on the road and like a full locker
when necessary. (Sounds impossible, though beautiful, to me). It'll have a
one year warranty. It has been under testing and development for 2 years.
There has been no commercial or military use of it to date. It has not been
released to any of the magazines as of yet.

Re: the Command Locker: (Old news to many of you) I was told that the
resourses needed to release it are tied up litigating with EZlocker over
their copying of the Lockright. Trial set for April.

David

To:               LandCruisers@tlca.org
Send reply to:    LandCruisers@tlca.org
Date sent:        Wed, 15 Apr 1998 00:03:42 -0400
From:             Michael McCulloch 
Subject:          No Slip by Powertrax

I was told today that the new expected release date is July 1, 1998.


MGM Tampa, FL USA TLCA 6570M- / TLCA ADMINVP
Tel 813-832-9400M-  9/85 FJ60 KahnM-  8/76 FJ40 LoboM-  
Imperial Lodge Elongated CruisersM-  Order of the Welded Ratchet
Most Holy Sphincter of the Bauhl Movers

To:               Offroad@offroadlist.com
From:             "Shaw, Steve" 
Subject:          Lock-Right No Slip
Date sent:        Fri, 10 Jul 1998 13:29:34 -0400
Send reply to:    Offroad@offroadlist.com

I called up Powertrax and requested technical info on the No Slip.  They
sent me a package that shows a number of cut away and cross section views.
I then called them back to clarify how they work and spoke to their
engineering manager (don't have his name with me).  This is my
understanding:

- Basically it uses the same dog clutches that the Lock-Right uses; the
difference is in how they are applied.
- The key functional difference is they use a "synchronization ring" to
effectively delay the locking up and switching engagement from side to side
(when you switch from accelerate to coast and visa versa).  It requires a
differential rotation of around 1/3 of a turn before it switches once it is
unlocked.
- They also use a secondary clutch system to produce drag between sides when
it is unlocked (similar to a LSD).

What this gives you is:
- When you switch gears while driving around a corner on pavement you don't
get the lurching oversteer/understeer typically seen with lockers - unless
you're very slow at switching gears (the driven wheel will switch
eventually).
- With the secondary drag clutch the switches from side to side are much
less noticeable when they do occur.
- They claim that because the unit will be switching side to side less often
and the secondary clutches will smooth out the transitions that the unit
will be much more durable than the current Lock-Right.

Unfortunately it isn't available yet, but they told me some units will be
available very soon (by now - I called them 2 months ago).

Steve Shaw
Carp, Ontario
Canada
1976/77/84/91 K20; now with a Dana 60 front with a Trak-loc, 14 bolt FF rear
with a Detroit, 4.88 gears, and BFG 35x12.5x16.5 MT's (brake in & testing
starts this weekend!!!)

To:               Offroad@offroadlist.com
From:             "Willem-Jan Markerink" 
Date sent:        Sun, 12 Jul 1998 23:54:00 +0000
Subject:          Re: Lock-Right No Slip
Send reply to:    Offroad@offroadlist.com

On 10 Jul 98 at 13:29, Shaw, Steve wrote:

> I called up Powertrax and requested technical info on the No Slip.  They
> sent me a package that shows a number of cut away and cross section views.
> I then called them back to clarify how they work and spoke to their
> engineering manager (don't have his name with me).  This is my
> understanding:

Very interesting posting Steve, much appreciated.
I believe this isn't the first posting of you that ends up in my FAQ 
on Traction Aiding Devices[*]....;-))

> - Basically it uses the same dog clutches that the Lock-Right uses; the
> difference is in how they are applied.
> - The key functional difference is they use a "synchronization ring" to
> effectively delay the locking up and switching engagement from side to side
> (when you switch from accelerate to coast and visa versa).  It requires a
> differential rotation of around 1/3 of a turn before it switches once it is
> unlocked.

Mmm....could it be that this *only* helps with automatics, and not 
with manuals? 1/3rd of a rotation doesn't help much with a manual, 
unless you are manoeuvering *very* slowly.

> Unfortunately it isn't available yet, but they told me some units will be
> available very soon (by now - I called them 2 months ago).

Last known date was July 1st, and/but it seems Powertrax recently
has ordered some changes in their upcoming advertising....so 'very
soon' is an educated guess indeed.

[*] For those interested, check:
http://www.a1.nl/phomepag/markerink/mainpage.htm 


-- 
Bye,

Willem-Jan Markerink


      The desire to understand 
is sometimes far less intelligent than
     the inability to understand



[note: 'a-one' & 'en-el'!]

To:               Offroad@offroadlist.com
From:             "Shaw, Steve" 
Subject:          Lock-Right No Slip
Date sent:        Mon, 13 Jul 1998 11:40:28 -0400
Send reply to:    Offroad@offroadlist.com

Willem-Jan Markerink wrote:

>> - Basically it uses the same dog clutches that the Lock-Right uses; the
>> difference is in how they are applied.
>> - The key functional difference is they use a "synchronization ring" to
>> effectively delay the locking up and switching engagement from side to
side
>> (when you switch from accelerate to coast and visa versa).  It requires a
>> differential rotation of around 1/3 of a turn before it switches once it
is
>> unlocked.
>
>Mmm....could it be that this *only* helps with automatics, and not 
>with manuals? 1/3rd of a rotation doesn't help much with a manual, 
>unless you are manoeuvering *very* slowly.

I guess what I wrote was a little confusing, what I meant by a differential
rotation of 1/3 turn is 1/3 difference between wheels.  If you're going
around a typical corner the difference in rotation between tires is supposed
to be less than the 1/3 turn (according to Powertrax) between gears with a
standard.  This means that it should work well with a standard (that's the
specific problem Powertrax was trying to overcome).  

I guess we could work this out - assuming tires are turning at ~100 RPM (~10
mph), with a 10% difference in speed (~50 ft radius turn), and it takes 1
second to change gears...so 100 & 110 RPM x 1/60 min = 1.67 rotations & 1.83
rotations gives 0.16 difference in rotation; which is far less than 1/3.
Sounds like it should work fairly well for a typical turn.

They also said this "synchronization ring" can be tweaked for applications
to provide for different "differential" rotations required for different
vehicles to change gears (This was currently planned for specific axles. eg.
a Dana 44 might be 1/3 turn, a 20 might be 1/2 turn).

Steve Shaw

If you have any question, remark, comment, want to share some philosophy or just want to express your opinion about these pages, feel free to send email to: w.j.markerink @ a1.nl