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Limited Slip NP203

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fried_guy

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Is there any way to convert the open differential of the NP203 to a limited slip?

That would be the best for ultimate traction and would provide great off road and street driving.
 
why would you want to do that, the high and low lock postions on the shifter turn the diff in to a full locker
 
Huh?! You mean like a NP249 with a Viscous Coupling that wears out? Gimme a gear driven or chain driven unit that doesnt wear. Ya I guess it possible to strip the gears or you could break a chain but thats less likely than the wearing of the viscous coupling.
 
fried_guy said:
Is there any way to convert the open differential of the NP203 to a limited slip?

That would be the best for ultimate traction and would provide great off road and street driving.
Click to expand...

I actually had the same thought... use the case to make an AWD car. :D
 
I mean like the basic function of the viscous coupler differential... giving power to the axle that needs it most. Just like a limited slip differential in the axles giving power to the wheel that needs it most.

Why? That way you could select back and forth from 4WD to essentially AWD.

I like the idea of full time 4WD, but the power will get shifted to the axles that need it the least, making it inefficient.

I'm somewhat noob on this subject... but the idea seems good, doesn't it?
 
OK but then its like a limited slip. 99%of the people here would choose a locker over a limited slip in there axles, so we prefer just locking our T-case into 4WD. Its also simpler, and less prone to breaking.
 
ok, well in that case (and that makes perfect sense), is there any way to convert the full time np203 to a locker type differential (or any type of differential that sends power to the axles with the most traction)?

again... 4wd noob :)
 
fried_guy said:
ok, well in that case (and that makes perfect sense), is there any way to convert the full time np203 to a locker type differential (or any type of differential that sends power to the axles with the most traction)?

again... 4wd noob :)
Click to expand...


The 203 has a lock position stock to lock its diff
 
fried_guy said:
ok, well in that case (and that makes perfect sense), is there any way to convert the full time np203 to a locker type differential (or any type of differential that sends power to the axles with the most traction)?

again... 4wd noob :)
Click to expand...

Ok, the 203 has an internal differential because its a full time t-case. In 4 hi, it can send any amount of power to either the front or rear axle (50/50, 100/0, 0/100 and anything in between). For instance, in 4hi, a 203 equipped truck could be spinning only one tire (out of the four!) in low traction conditions.

When you shift the t-case into 4hi-lock, it locks the center differential. This means that the power is split 50/50 front to rear and you'll be spinning at least one front tire and one rear tire. When you ask if there is a "locker' option for the 203, its already there. Its not an advantage, it simply allows the power distribution that any other t-case offers while allowing the truck to be driven on asphalt while in 4WD (which necessitates an internal differential in the t-case)

Most t-cases don't have an internal differential like the 203 and hence split the power 50/50 any time they are shifted into 4WD.

Traction-wise, the 203 offers absolutely no advantage. When its shifted into 4hi-lock or 4lo-lock it offers exactly the same power distribution as a part time case.


The whole "sends power to the tire with the most traction" thing is probably from an advertisement you have seen. There are some modern traction control devices that attempt to force torque from the wheel that's slipping to the one that's not (via wheel speed sensors, they apply the brakes to the spinning tire to "trick" the open diff and apply force to the other tire). These systems work ok but are nowhere near a locking differential.

Limited slip differentials (in the axles) attempt to apply some force to the tire with less traction but in general they aren't very effective unless you're in very low traction situations (mud, snow).


Lockers or spools (in the axles) provide the most traction, period. They force each tire to recieve equal power regardless of traction, insuring that each tire always receives as much power as you give it.
 
38377k5 said:
The whole "sends power to the tire with the most traction" thing is probably from an advertisement you have seen.
Limited slip differentials (in the axles) attempt to apply some force to the tire with less traction but in general they aren't very effective unless you're in very low traction situations (mud, snow).


Lockers or spools (in the axles) provide the most traction, period. They force each tire to recieve equal power regardless of traction, insuring that each tire always receives as much power as you give it.
Click to expand...

While they have no way to "sense" the traction like the advertising would suggest, a locker actually does apply more power to the the wheel with more traction. The locker is forcing equal wheel speeds (not equal power), so the more load you have on a wheel, the greater proportion of driveline power it receives. The same relationship is true for a T-case differential. The only thing different for a limited slip is that while it also attempts to apply equal wheel speeds, it can only provide a certain level of torque imbalance from side to side.

But we digress...
 
It should be easier to convert something like an NV247 to fit in a Chevy than to modify the internals of a 203 with the limited slip. Don't know if there are any strong T-cases with LSDs though.
 
Blue85 said:
While they have no way to "sense" the traction like the advertising would suggest, a locker actually does apply more power to the the wheel with more traction. The locker is forcing equal wheel speeds (not equal power), so the more load you have on a wheel, the greater proportion of driveline power it receives. The same relationship is true for a T-case differential. The only thing different for a limited slip is that while it also attempts to apply equal wheel speeds, it can only provide a certain level of torque imbalance from side to side.

But we digress...
Click to expand...

Exactly. People often get confused on the explanation regarding open, LSD, and lockers.

For an open diff, it actually supplies EQUAL power (torque) to both sides. When one tire in the air it may only take 5 ft-lbs. of torque to spin it, but you also only get 5 ft-lbs. to the side with traction but that is nowhere enough to make it spin or propel the vehicle forward.

With a locker, when one tire is in the air that only takes 5 ft-lbs. to spin, it sends all of the remaining power to the other side.....so if you have 1,000 ft-lbs. then 995 is going to the side with traction.
 
6.2Blazer said:
For an open diff, it actually supplies EQUAL power (torque) to both sides. When one tire in the air it may only take 5 ft-lbs. of torque to spin it, but you also only get 5 ft-lbs. to the side with traction but that is nowhere enough to make it spin or propel the vehicle forward.
.
Click to expand...

Sweet, then my open diff behind my 400ft.lbs engine ought to give me 200ft.lbs to each wheel, and that's plenty to keep me moving. And I'll never get stuck offroad.

No need for a locker then. ;)
 
All you have to do is add this fluid

1052358.gif


I welded my spider gears and then added this fluid and it's now a limited slip
 
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