I have two questions regarding the transfer case and available differentials on the JK. First, I read in another post that the xfer case on the JK enforces equal axle turning, effectively locking the front and rear axles together. I had an old '85 S10 that had a viscous coupling center diff. I assume the Jeep center diff has to be different and is some type of direct coupling.

The next question is regarding the front/read "trac-lock" differentials. Are they a TorSen setup? The owner's manual states that vehicles equipped with those differentials enforce equal power to each wheel.

 

1. There is no center differential. When the T-case couples the front and rear output shafts, they are both directly driven, whether in 4-Hi or 4-Lo.

2. The Trac-lock Limited Slip differentials use a clutch pack with every other plate splined to the passenger side axle shaft and every other one to the differential carrier. Friction is created when the axle shaft turns at a different rate than the carrier. Not familiar with a "torsen" setup.

 

My old Peugeot 505 had this in it. It's an open differential when it's not under load, and fully locked, but proportionately when under load. It relies on the irreversability of worm gears.

 

...and that Peugeot 505 Turbo would haul ass like nobody's business around corners w/ that differential.

 

"Trac-Lok" is a clutch type LSD like mentioned and is only availible for the rear. The front is just an "open" diff.

"Tru-Lok" is the electronic locking Ft/R Locking diffs on the Rubicon. They lock both wheels on the same axle togeather.

 

Tru-lok is available in the rear of X and Sahara's now also.

 

I had the Torsen option on my SS, man would that car hook up!!