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The factory anti spin diff is crap

I am not sure on the Rams but on my Raptor you apply some brake pressure and it will lock the diff improving traction worth a try on the Rams. I'm still waiting for mine , otherwise I'd test it

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Lumpskie said:
Wow, lots of good info on this thread. Like @H3LZSN1P3R mentioned, my diesel 2500s limited slip works really well.

@Rockcrawlerdude I had a similar situation to you where I had 1 tire on pavement an one in mud. I wasn't getting on a freeway but gently rolled on the throttle. The off pavement tire spun less than 1 revolution before I had a firm engagement of the LSD, which let me get onto the road. My wife also parked my truck in the "swampy" part of the yard. He left 2 solid skid tracks and she pulled back onto the street.

My question now is "what kind of LSD is on a 2020 diesel 2500"? Is it different than a 2019 or a 6.4 powered truck?
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The power wagons are the only different ones
 
I have a 2500 non PW and recently tried to flex it out for the pics I took in the Metalcloak suspension thread. I have the off road package and the down hill descent button. I originally tried to pull forward up onto about a 2 foot tall mound of dirt. I tried 4x4 high, low range, riding brake pedal, parking brake applied a click then 2 then pressed button. Nothing helped, just spun opposite corners. I gave up and backed up the mound of dirt.

In our Jeep Jk, we call the downhill descent button the easy button. Even going uphill, once you hit the button, it uses the abs pump to modulate the brakes and reduce any difference in tire speed. It works really good even after gear change and tire size change, The Ram does not react the same way. Thank goodness I didn't buy this truck to push the limits, it was challenged by just an easy task.

It would be interesting for others to try to climb something going forwards that pulls a tire off the ground and see what their results are.
 
jeepkevin said:
I have a 2500 non PW and recently tried to flex it out for the pics I took in the Metalcloak suspension thread. I have the off road package and the down hill descent button. I originally tried to pull forward up onto about a 2 foot tall mound of dirt. I tried 4x4 high, low range, riding brake pedal, parking brake applied a click then 2 then pressed button. Nothing helped, just spun opposite corners. I gave up and backed up the mound of dirt.

In our Jeep Jk, we call the downhill descent button the easy button. Even going uphill, once you hit the button, it uses the abs pump to modulate the brakes and reduce any difference in tire speed. It works really good even after gear change and tire size change, The Ram does not react the same way. Thank goodness I didn't buy this truck to push the limits, it was challenged by just an easy task.

It would be interesting for others to try to climb something going forwards that pulls a tire off the ground and see what their results are.
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Seems as though the factory electronic traction control alone would be enough to pulse brakes on the side with no traction and creep the vehicle up on the mound. Hill Descent Control was invented by Land Rover for use on the 1997 Freelander, which was the first Land Rover model to not be equipped with low range in the transfer case. In other words, it is a band-aid for not having proper low range gear reduction. Eventually Land Rover equipped it on their traditional more off-road capable models such as the Discovery and Range Rover, but it still is a gimmick.
 
H3LZSN1P3R said:
The power wagons are the only different ones
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So, I think that means that only power wagons have a helical LSD design and everyone else gets a clutch type LSD. It sounds like the helical design isn't very effective as an LSD, but the Power Wagon also has a selectable locker. I think that also means that my (and your?) clutch type LSD is more effective than @Rockcrawlerdude 's LSD... which makes it seem like he almost has a dud on his hands.
 
Lumpskie said:
So, I think that means that only power wagons have a helical LSD design and everyone else gets a clutch type LSD. It sounds like the helical design isn't very effective as an LSD, but the Power Wagon also has a selectable locker. I think that also means that my (and your?) clutch type LSD is more effective than @Rockcrawlerdude 's LSD... which makes it seem like he almost has a dud on his hands.
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Mine works fine when both tires are on the road or both tires off the road. But when one tire is in the grass, it’s not really acceptable to have “one full tire rotation” before I get any lockup. The front yard is f’d up by then.

Once gears and lockers are available I’ll be going with a Yukon grizzly most likely
 
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Well. At least it's not a gov lock. Those are real crap.
 
Lumpskie said:
So, I think that means that only power wagons have a helical LSD design and everyone else gets a clutch type LSD. It sounds like the helical design isn't very effective as an LSD, but the Power Wagon also has a selectable locker. I think that also means that my (and your?) clutch type LSD is more effective than @Rockcrawlerdude 's LSD... which makes it seem like he almost has a dud on his hands.
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I am thinking its the difference of tq the low tq of the diesel allows the lsd to grab faster? Its a guess but its all i can think of…
 
Jacob said:
Well. At least it's not a gov lock. Those are real crap.
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Why do you think that? The G80 has some real advantages and a few disadvantages. The big advantage is fully automatic function and quick response time. The disadvantage is that slip is required first for the locker to engage, and they are not as durable as a selectable locker.
 
The helical-type LSD is far better than the clutch type. Its more costly to produce and should last as long as the vehicle. However, biases can be set by the manufacturer to be too low to work well, or well enough. Clutch types usually burn out and no longer work by 75-100k miles, and also have very low biases. They also require a friction modifier in the diff oil. I'm under the impression the anti-spin diff in any RAM HD is the helical type. On RAM 3500 models, the anti-spin diff is standard equipment; on 2500 models, you have to pay for the option.
 
Rockcrawlerdude said:
Mine works fine when both tires are on the road or both tires off the road. But when one tire is in the grass, it’s not really acceptable to have “one full tire rotation” before I get any lockup. The front yard is f’d up by then.

Once gears and lockers are available I’ll be going with a Yukon grizzly most likely
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Stated this way... your LSD and mine might be similar. I know that 1 tire has to spin before the other one grabs on mine as well.
 
troverman said:
Why do you think that? The G80 has some real advantages and a few disadvantages. The big advantage is fully automatic function and quick response time. The disadvantage is that slip is required first for the locker to engage, and they are not as durable as a selectable locker.
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Loved the G80 in the Z71 I had years ago. My favorite limited slip by far - liked it way better than the one in the PW even. Predictable lock-up, quick and effective - great in snow. Aside from the lockers I'd stack that old Chev up against the PW any day for snow duty. Loved that truck.
 
H3LZSN1P3R said:
I am thinking its the difference of tq the low tq of the diesel allows the lsd to grab faster? Its a guess but its all i can think of…
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The first gear of the 8 speed is much lower than that of the diesel trans, I think the difference in torque is negligible from a start
 
troverman said:
The helical-type LSD is far better than the clutch type. Its more costly to produce and should last as long as the vehicle. However, biases can be set by the manufacturer to be too low to work well, or well enough. Clutch types usually burn out and no longer work by 75-100k miles, and also have very low biases. They also require a friction modifier in the diff oil. I'm under the impression the anti-spin diff in any RAM HD is the helical type. On RAM 3500 models, the anti-spin diff is standard equipment; on 2500 models, you have to pay for the option.
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The PW comes stock with the gear LSD. Only truck that has it.

Not even sure if its a option on any of the other trucks. Only the clutch type is.

My PW is very predictable. A little extra gas and it locks right up. A little extra gas when turning the corner even and it locks up as I can hear the inner wheel chirping across the road surface.;) same on dirt roads.
 
Rockcrawlerdude said:
The first gear of the 8 speed is much lower than that of the diesel trans, I think the difference in torque is negligible from a start
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Fair point but i dont see anything else that could be a factor unless yours is just not operating at peak performance
 
troverman said:
Why do you think that? The G80 has some real advantages and a few disadvantages. The big advantage is fully automatic function and quick response time. The disadvantage is that slip is required first for the locker to engage, and they are not as durable as a selectable locker.
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My observation has been that they can take a lot of spin on that one wheel and then engage suddenly with a good bang. I did see one blow up when it did finally engage.
My experience with both my 05 and 19 ram 2500s has been reasonable traction without drama. About the best you could hope out of a factory diff. I don't have a pw.
 
I read on here to press and hold the traction control until you hear a ding (about 5 sec) while in 4wd H. It works. I have have a 2020 6.4 and it engages fairly well. The mother-in-law has a diesel '18 and I spun a rear tire in grass just this weekend. Even in the '18, put it in 4wd H and held the traction control until a ding. I gently applied the gas and no spin, went along the way.
 
louisiana_dog said:
I read on here to press and hold the traction control until you hear a ding (about 5 sec) while in 4wd H. It works. I have have a 2020 6.4 and it engages fairly well. The mother-in-law has a diesel '18 and I spun a rear tire in grass just this weekend. Even in the '18, put it in 4wd H and held the traction control until a ding. I gently applied the gas and no spin, went along the way.
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Disabling the traction control (shouldn’t) ever affect the operation of a limited slip as it is an entirely mechanical system.

The only thing I could see happening is perhaps the traction control affects limited slip lockup due to the traction control attempting to slow the spinning wheel via ABS? Disabling it prevents this and allows the limited slip to operate as designed? Feasible I suppose.
 
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