Q1. What are the differences between the High Performance LSD, the Pro LSD, and ECTED Max?

A1. The ECTED Max is a limited-slip and a locker in one differential. The driver controls the mode with a switch inside the vehicle. The ECTED Max can be switched to lock mode, which allows 100% torque transfer to both wheels. The High Performance and Pro are limited-slip units. Any limited-slip differential can allow the low traction wheel to spin since the amount of torque that can be transferred to the opposite wheel is limited (hence the name limited-slip).

Q2. What is the difference between the Pro Series and the High Performance Series?

A2. The High Performance Series is another option in the Auburn traction enhancement products. The cone clutch design offers increased durability and performance in normal street use. The high bias cone clutch design of the Pro Series provides a higher torque and preload, making it the ultimate limited-slip differential for true performance. It is engineered to provide lightning-quick, torque-sensing traction when you need it. No buttons to push, no leavers to pull, it goes into action when you accelerate. It handles superbly—on and off road.

Q3. Is the ECTED Max and/or limited-slip only for Jeeps/trucks/SUV's, or can it be installed in a car?

A3. Auburn differentials are suitable for virtually all vehicle applications where additional traction is needed— for recreational, sport or work use. For example, installing an Auburn differential in your performance car will give you spool-like performance when coming off the line, combined with full wheel differentiation when turning. Imagine two wheels gripping the pavement instead of one spinning effortlessly.

Q4. What differential should be used for Drag Racing?

A4. For true street-strip performance, the ECTED Max is the best application. The ECTED Max is really two differentials in one. It is a full-time limited-slip differential, then with the flip of a switch, it converts to a full-locker. The best of both worlds and winning at the track. In the limited-slip product line, for both street and strip, the Pro Series is the choice; however, the High Performance limited-slip is effective in street and strip applications. For strictly drag racing (no street driving), a spool would be the choice.

Q5. How much horsepower and torque will the High Performance LSD take? Is there a horsepower limitation? What is it?

A5. Each size has it's own limitations, but it is more related to torque than to horsepower. Additionally, the transmission type, driving habits (snap starts) and tires (traction) play a role.

Q6. How can I determine if a traction device such as a positraction or locker is installed in my vehicle?

A6. Put the transmission in neutral and jack up both tires. Rotate one tire. If the other tire spins in the opposite direction, you have an open differential. If it spins the same direction, you do have a traction device.

Q7. If only installing one traction differential, should I install in the front or rear?

A7. A rear locker can greatly increase the mobility of the vehicle. In many scenarios, a 4 X 2 with a rear locker can outperform a 4 X 4 without a locker. For severe traction applications and extreme off-road, the ECTED Max electronic locker with limited-slip differential is an excellent choice.

Q8. What is clutch chatter?

A8. Clutch chatter occurs when the clutch cone engages and disengages rapidly in the differential case. It causes no damage and can be cured by using the correct oil and friction modifies. Clutch chatter is caused by the difference between the static (non-slipping) friction coefficient and the dynamic (slipping) friction coefficient. When the difference becomes too great, the clutch cone cycles between the two (sticking and slipping), which creates the noise. Friction modifiers bring the static and dynamic friction coefficients closer together to minimize chatter. Auburn recommends using Auburn limited-slip additive (#504102) with a high-quality non-synthetic 80W 90 hypoid ol

Q9. What is a cone clutch?

A9. The Auburn Gear limited-slip differential employs an integral cone clutch side gear unit that creates friction with the carrier to drive both tires. The cone clutch design consists of two clutching members, one internal and one external (see image on page 9). The internal member is a unique single tapered part with lubrication grooves, attached to the side gear, creating the cone clutch assembly. The external member is also tapered with a matching angle. When the two are forced together, torque is transferred from one member to another. The cone clutch design allows for more clutch capacity in the same space and is less likely to chatter due to the reduced number of sliding surfaces. This means higher torque transfer for better traction, without the noise.

Q10. Can I use the stock bearings?

A10. Yes. Exceptions are Ford 8", Ford 9" (some housings) and Dana 35. GM 8.5/8.6 may require special bearings when installing an ECTED Max in a pre 1999 vehicle. Bearings that should be used with the Auburn Ford 8” and 9” differentials are determined by the bearing bore size. Small bearing bore 2.8 use bearings LM102949 & LM102910. Bore 3.062 use bearings LM603049 & LM603011. Bore 3.25 use spool only. Refer to the application pages for bearing part numbers.

Q11. Does Auburn have a limited-slip additive?

A11. Yes. Auburn Gear limited-slip additive, part #504102. Use for both ECTED Max and limited-slip differentials. It is available at your authorized Auburn distributor.