223HAWK

iTrader: (11)

I think my 10 bolt, Moser Axles,4:10s ect. Waisted money.. Axle Tube Brace..Changed Grease.. The thing is about to go. Street car, mainly shows but it does get out and play. Heads/Cam 6 speed car. 425 or so to the wheels. Soon I will be looking for a rear end.. Not now not tomarrow but sooner than I may think.

Iv been looking at rear ends. Iv had a Moser 9in in my Third gen and loved it. But it was FREAKN HEAVY I thought..took all that turd could put out.

I read/hear the 12 bolt gets nosey after time.

I just came across the the Fabricated 9in with a torque arm..
Its pretty expensive but I dont mind paying if its good.

Im looking for something around a 4:10 to 4:30 gear..I dont want a heavy *** rearend...how much lighter are they over a Moser 12 or reg 9in. Will it be pretty quite..I cant talk to my beautiful young lady right next to me its so loud. She hates it and so do I..The exhaust is loud but **** I cant hear anything over that abused rear end.

Does it come assembled except for axles slide um in and go,

Does it work with factory breaks/rotors ect?

Is the true track ok for a street car?

28 or 31 spline axles?

Basicly I want a bad *** rearend 4:10s or so. Drive it to the track beat the hell out it and go home and it not cry all the way back..lol Is this posiable..

EPP

iTrader: (22)

http://www.exoticperformanceplus.com...Car.php?car=12

Take a look at my Camaro at the above link, which received the very first Moser M9 designed for an f body. This rear weighs the same as your 10 bolt, yet if you order it with the backbrace it is a very strong rear! Order it with the Wavetrac and I doubt you'll ever have a problem with it. We've had some problems with Truetrac's recently, I'm not sure what Eaton has done with them but they're not as reliable as they once were.

Link to my website Moser M9 page. http://www.exoticperformanceplus.com...html?item=1324 Bob

223HAWK

iTrader: (11)

I dont ever plan on having a big numbers, its just a weekend toy and something me and my g/f can take to car shows. Would the true track be ok for that? How nosiey are they for a street car?

SWeiser31

iTrader: (9)

I think with a 4 something rear gear, you're gonna have a little bit of noise no matter what rear end you go with. Just the nature of the beast. However, I can speak from experience that the 12 bolt is fairly loud. Definitely noticeable and might annoy some people. Not sure on the 9in but I've seen several people complain about the 12 bolt with 4. gears. As far as reliability is concerned, with your power levels either one will do fine. But as mentioned above, steer clear of the true trac.

scherp69

iTrader: (4)

The M9's look sick. You can order them however you want. With axles, without, assembled, not, etc. I got mine un-assembled and put it all together myself. If you add the rear back brace, it makes it look even better as well as stronger. Mine has 31 spline axles with Wilwood 12.19" rotors with 4 piston calipers and a strange pro nodular center section with 3.70 gears. This ones going in my 68 Acadian (Nova).

EPP

iTrader: (22)

Your pic's look great!



Im looking for something around a 4:10 to 4:30 gear..I dont want a heavy *** rearend...how much lighter are they over a Moser 12 or reg 9in. Will it be pretty quite..I cant talk to my beautiful young lady right next to me its so loud. She hates it and so do I..The exhaust is loud but **** I cant hear anything over that abused rear end.

You will hear a few clunks out of the M9 torque arm assembly when going over bumps, but the rear itself is quiet. I drove a GTO we installed an M9 in sixty miles to our local dragstrip two days ago, so I have first hand knowledge.

Does it come assembled except for axles slide um in and go,

The center section is assembled, you do have to bolt it into the housing which is easy to do. You then install the brake backing plates from your 10 bolt rear, install the supplied bearings and slide the axles into the housing.

Does it work with factory breaks/rotors ect?

Yes it does.

Is the true track ok for a street car?

It should be, but we have recently experienced a few problems with them. Out of the hundreds we have sold, a few bad ones is a pretty low percentage. I don't want to go out on a limb and say you'll never have any problems with it, I just don't know at this time. Luckily, with a 9 inch it is pretty easy to remove the center section if something did go wrong with it.

28 or 31 spline axles?

31 are going to be stronger and are the same price.

Basicly I want a bad *** rearend 4:10s or so. Drive it to the track beat the hell out it and go home and it not cry all the way back..lol Is this posiable..

Go with the Wavetrac and 35 spline axles in the M9, along with the backbrace. You'll be able to handle what the track throws your way, below i my Camaro with the M9. Bob

223HAWK

iTrader: (11)

Now Iv just got to talk my g/f into letting me spend the money. Well shes the one that told me to buy the damn car in the first place..maybe she can help pay for it!!!

Whats the difference in the Wavetrac over the true track. Sorry to ask so many questions I just like to know..

EPP

iTrader: (22)

Here ya go! Thanks. Bob



DETROIT TRUETRAC

* Smooth operation
* Performs open until needed
* Fully automatic limited slip

The Detroit Truetrac was the first helical gear differential ever introduced into the automotive aftermarket as an Eaton brand. It remains the leading helical gear-type limited slip differential in the industry. Detroit Truetrac's proven helical gear design eliminates the need for wearable parts, resulting in maintenance free traction. Recognized not only for its toughness but also it�s smooth and quiet operation.

Engineered to work efficiently in front and rear axles, semi-floating (C-clip axles) and transfer cases. Power transfer is so smooth, it literally goes unnoticed by the driver - even in front wheel drive axles.

Proven design, low cost and effective performance, all make the Detroit Truetrac limited slip differential the ideal choice for a wide variety of vehicle applications. No maintenance - Just Traction!




Wavetrac® At A Glance:

• Innovative:
Patent pending Wavetrac® design automatically improves grip in low traction conditions. This feature is truly innovative and unlike any other torque biasing diff design.

• Superior Materials:
9310 steel gears run in case-hardened billet steel bodies. ARP® fasteners used throughout.

• Maintenance Free:
As supplied new, the Wavetrac® differential will perform a lifetime of service without maintenance or rebuilds.

• Customizable:
If desired, you can alter the diff’s behavior to suit your needs using optional components.

• Limited LIFETIME Warranty:
All Wavetrac® differentials include a transferable, Limited Lifetime Warranty.

What makes a Wavetrac® Different?

To best understand how the Wavetrac® is truly different from the other gear differentials on the market, you first have to understand the primary problem that the Wavetrac® solves.

The problem: Loss of drive during zero or near-zero axle-load conditions.

Zero axle-load is a condition that occurs during normal driving, but creates the most noticeable problems when driving in extreme conditions. Zero or near-zero axle-load is the condition that exists when there is ‘no-load’ applied through the drivetrain, when one drive wheel is nearly or completely lifted (often in aggressive cornering). It also occurs during the transition from engine driving a vehicle to engine braking and back, even with both drive wheels firmly on the ground.

Here’s how that loss of drive hurts you:

1) If you lift a wheel, all gear diffs except Wavetrac®, will NOT power the other wheel.

2) During the transition from accel to decel, all gear diffs except Wavetrac®, do nothing.

Why does this happen?

All gear LSDs (including Torsen®, Truetrac®, Quaife®, Peloquin, OBX, etc.) work in basically the same manner: they divide the drive torque between the two axles, applying drive to each side, up to the available grip of each tire. The amount of drive torque one wheel can get over the other is described as the bias ratio, a measure of the torque split across the axle.

Standard, open differentials have a bias ratio of 1:1. They can only apply as much drive torque as there is available traction at one wheel. When one wheel loses grip, the total available drive is lost as well (at a 1:1 ratio). All your power goes out the slipping wheel - along the path of least resistance.

Torque biasing differentials offer increased bias ratios over open differentials. For example, if a diff has a bias ratio of 2.5:1, then it can apply drive torque to the wheel with the most traction (gripping wheel) at 2.5 times the traction limit of the wheel with the least traction (slipping wheel). This is a significant improvement over an open diff… most of the time.

The problem is that when one tire has LITTLE or NO grip (zero axle-load), the other wheel gets ZERO DRIVE, because (basic math here): 2.5 x 0 = 0.

Lift a wheel (or substantially unload a wheel) and you get zero axle-load on that side - that means that during the time the wheel is unloaded, the typical diff will NOT power the wheel that’s still on the ground. No matter how high the bias ratio, you get no power to the ground.

During the transition from accel to decel, where you have near zero torque on the axle, even if the wheels are on the ground, the typical diff is unable to begin applying drive torque until AFTER the zero torque condition is over. While this condition is generally short-lived, the fact that most diffs can do nothing during that time means that there will be a delay once the zero torque condition stops - creating a reaction time in the driveline.

The Wavetrac®, however, is different:



WAVETRAC_center



The innovative, patent-pending, Wavetrac® device in the center of the diff responds during these exact conditions when zero or near-zero axle-load occurs. At or near zero axle-load, the axles (and therefore each side gear in the diff) start to turn at different speeds.
This speed differential causes the Wavetrac® device to step into action:







Precisely engineered wave profiles are placed on one side gear and its mating preload hub. As the two side gears rotate relative to each other, each wave surface climbs the other, causing them to move apart.
Very quickly, this creates enough internal load within the Wavetrac® to STOP the zero axle-load condition.

The zero axle-load condition is halted, and the drive torque is applied to the wheel on the ground (the gripping wheel)… keeping the power down.

Some gear differentials rely solely on preload springs to combat loss of drive. The drawback is that you can’t add enough preload to prevent loss of drive without creating tremendous handling and wear problems at the same time. So, to avoid these problems, the preload from ordinary spring packs must be reduced to a level that renders them ineffective at preventing loss of drive. The Wavetrac® is the only differential that can automatically add more load internally when it’s required.

In the case where both wheels are on the ground during zero axle load, such as during a transition to deceleration, the Wavetrac® device is able to prepare the drivetrain for when the zero torque condition stops, eliminating the delay seen with ordinary gear diffs.

What this means for you as a driver is that power is delivered to the gripping wheels for more time and in a more constant manner – making you faster and improving stability.

The Wavetrac® truly is different - and its innovative features can make a real difference in your car’s performance.



Here’s something else you won’t find in any other design:






The Wavetrac® diff’s behavior can be altered in the field to suit your needs. It comes standard with carbon-fiber bias plates for the best all around performance and lifetime durability. Changeable plates using materials with different friction coefficients to fine-tune the bias ratio are sold separately.

These bias plates provide a mechanism to tune the response of the differential as a function of applied torque load. The applied torque load manifests itself as an axial load from the differential pinions into the housing. This axial force is then considered a normal force into the bias plate, and as a function of the effective coefficient of friction, provide a resistive torque to the rotational motion of the differential pinions. The resistive torque will add to the resistance of relative rotation of all components within the differential. The resistive force, however, is non-uniform since it is a function of the axial load from the differential pinions. The unbalance of the resistive torque will manifest as non-uniform energy absorption within the differential causing a bias ratio.



Here are more features that make Wavetrac® even better:



The new Wavetrac® Differential brings current gear technology to the market.

Internally, its gear tooth forms are optimized for strength and improved oil film retention over competitive designs.

Our gear package is smaller, reducing overall mass, yet is more durable since particular attention was paid to the tooth strength - optimized for high torque conditions.

Attention was also paid to the side gear/axle interface, putting as much material thickness as possible in this critical area - most important when power levels get high.

Each Wavetrac® Differential is crafted from the highest quality materials available.

The internal gears are made from high strength 9310 alloy steel.

The diff bodies are machined from case-hardened steel billet.

To complete the package, every Wavetrac® differential is built exclusively using high quality, high strength fasteners from ARP®, the world leader in fastener technology.

223HAWK

iTrader: (11)

So could the wave be like a mini spool ALMOST..in a way..The way I take it it never Over powers one tire..they both get the same about of power spred evenly? The only time it would slip is around corners making it streetable vrs a spool right? or way wrong?

Sounds very tuff but my cars not very fast really..just heads/cam, Id love to put some real power down one day but Im only 20..wanting to buy my first house and cant afford to drop $10,000 to build a Procharged LSX lol..would love to but..anyway..You dont think that:

35 spline axles
and wave track and a brack brace is over kill for a 400/375 WHP/TQ car that goes to the track 2 to 4 times a year..

I understand do it now and not regret it later lol..**** IDK

I just like to ask a lot so when I buy something I know everything about it and how it works so I dont seem like a dumbass when I go to work on it or someone ask me about it..lol