Power To The Max
The Powertrax Acts Like A Spool In A Straight Line Under Power But Unlocks Either Side Around Corners
Photography by Henry De Los Santos
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With the cover off and fluid drained, use a 5/16-inch wrench to remove the retaining bolt
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In order to remove the limited-slip assembly, push in the axles to release the C-clips. Pu
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Use a thick, flat-head screwdriver to remove the preload spring. This gives access to both
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Verify that the gaps in the coupler teeth are aligned with the gaps in the synchro ring. I
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Once checked, coat a liberal amount of wheel-bearing grease onto the driver teeth and spac
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Coat the saddle springs in wheel-bearing grease; this will make them less likely to fall o
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Insert the nonslotted spacer into the nonslotted driver on the ring-gear side first, makin
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Insert the slotted spacer into the slotted driver and place it in the carrier with the spa
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The two inner springs need to be placed inside the two outer springs and compressed into t
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The most crucial step is to check the gap between the drivers with the supplied check bloc
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At Powertraxs secret test facility, the No-Slip system laughed at what we thought we
Nothing is uglier than a one-wheel burn-out, yet so many spend their hard- earned cash ahead of the rear axle without considering how to put the motors full power to the ground. In a perfect world, thered be ultimate traction in all conditions. And on those days at the strip, the traction device would be strong enough to handle gobs of power and deliver it equally to both wheels.
This is why cars that see more track action than street time often run spools.
Spools are strong, but are certainly not user-friendly on the street. Normally going into a turn, one wheel differentiates (turns faster or slower than the other) to allow cornering with ease. With a spool, relatively easy tasks like turning and making U-turns become a nightmare, and driving in bad weather can be deadly.
Most cars on the road today have either an open or limited-slip/posi differential that regulates which wheel gets power. The problem with these designs is that the wrong tire spins in a traction-limited situation. For example, with an open differential, all the power is transmitted to the tire that is spinning. This takes away all the power from the other wheel and doesnt allow any adequate power to be delivered and propel the car forward. With a limited slip, you get some power transfer to the wheel with the most traction, but the friction materials in the differential quickly wear out with heavy use, rendering the unit useless.
To remedy this, Powertrax developed its No-Slip Traction System, which can be installed with no special tools in less than an hour without resetting your gears, and its foolproof. The Powertrax acts like a spool in a straight line under power, locking both axles together, but the design allows it to unlock either side around corners.
Youre only as good as your weakest link, but the smallest of the No-Slip Traction System models can handle 6,800 lb-ft of torque per axle. You do the math; this thing is not going to break. Powertrax makes units for most popular rearends, including 10- and 12-bolt GM axles, and the Ford 9-inch. Follow along as we show you how to install the Powertrax into a Ford 8.8-inch rearend with a limited-slip differential.
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Powertrax
245 Fischer Ave., Bldg. B-4
Costa Mesa
CA
92626
714-545-7400
www.powertrax.com
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By Henry De Los Santos
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