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Discussion Starter #1 (Edited)
What does this do: a Active Brake Limited-slip (front and rear) standard on 4x4 models? Does it stop (brake) better or does it go (traction) better?

answer: Active Brake Limited-slip

An ally in any kind of poor-traction scenario, Active Brake Limited-slip applies braking force to a wheel that's losing traction while directing power to the wheels with a better grip. Titan is the only truck to offer fron and rear Limited-slip capabilities.

Standard on 4x4; Part of Off-Road Package on 4x2
 

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Are you sure it's not part of the big tow package on 4x4 and 4x2's? I don't have the offroad package on mine but I do have this feature.
 

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Active Brake Limited-Slip is a traction, sort of. When, say the right wheel spins, the brakes automatically applie enough pressure to slow the spinning wheel down to almost the same speed as the none slipping left wheel. By doing that torque is supposed tranfser to the wheel with traction. I don't like. I want wheel spin.
 

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Hey Pluck, I just read a little more about Active brake slip. It IS part of the offroad package as you stated, but it's also part of the big tow package which has VDC. Vehicle Dynamic Control (VDC) includes active brake slip as one of it's many functions.
 

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Well, I've got it, but I haven't been able to notice it's effect.
I've had viscous limited slip before, as well as driven torsen diff equipped cars.
As far as I've been able to tell, when I start spinning one wheel, the 'slip' indicator on the dash flashes, and the truck reduces engine output until adhesion is regained.
I may be wrong (I hope so) but I haven't witnessed a limited slip control applied to just one wheel. Maybe it works better when not on asphalt.
I've been meaning to try turning off the VDC and see if that turns off the power-reduction/limited slip as well.
I need to smoke both tires off the line you know......
:)
 

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Now here's something fairly interesting I just noticed on my 2 wheel drive truck while laying under it looking around. The front hubs have splines on the inside. Kind of odd that Nissan would use the same front hubs on the 2 wheel drive that they use on the 4's. I guess it would cut down on the amount of parts used for the different setups but I've never seen that before on any other truck. Has anyone else noticed this on the other brands?
 

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Discussion Starter #7
air locker in the rear axle

i want to add air locker in the rear axle, but who's selling or installing 'em?
 

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kentd said:
Well, I've got it, but I haven't been able to notice it's effect.
I've had viscous limited slip before, as well as driven torsen diff equipped cars.
As far as I've been able to tell, when I start spinning one wheel, the 'slip' indicator on the dash flashes, and the truck reduces engine output until adhesion is regained.
I may be wrong (I hope so) but I haven't witnessed a limited slip control applied to just one wheel. Maybe it works better when not on asphalt.
I've been meaning to try turning off the VDC and see if that turns off the power-reduction/limited slip as well.
I need to smoke both tires off the line you know......
:)
I haven't tried that yet either Ken but I need to. Let me know what the effects are when you get around to some serious tire roasting.........:D
 

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as far as defeating the active brake limited slip &/or VDC

what about just pulling the fuse ???

(I've used this before on some of my older cars to defeat ABS)
 

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anyone know what brand of locking diff Nissan will be using ??

any Eaton maybe ?


"Eaton Posi Performance Differentials (Clutch type, Hybrid and Electronic Type)
With Eaton Posi, you prevent wheel slip before it can get started. To do that, carbon disc clutch packs preloaded by a central spring assembly located behind each differential side gear.

When torque input increases (i.e., engine rpm's go up because you've got your foot in the throttle) the clamping load on the clutch packs goes up. That clamping load causes the clutch packs to grab, transferring power to the other wheel. What the end result? Wheel slip is usually prevented.

The key here is that a limited-slip differential's power transfer is primarily based on input torque. So, with normal or light throttle applications on dry pavement, only the drive wheel receives torque, or power - just like an open differential.

Eaton’s Hybrid limited slip/locker (Gov Lok) which is a factory rearend option in many GM built trucks. The Eaton G80 Locking Rear Differential. This automatic unit, available for rear drive and 4-wheel drive vehicles, makes traction problems a thing of the past. The Locker makes towing large boats and campers a breeze. The Locker is a speed sensitive design. That is, it reacts to wheel slip by sensing when one wheel is spinning substantially faster than the other. So, when you're cruising along on clean dry pavement, the locker operates like any regular open differential. But, as soon as wheel slip happens, going forward or reverse, the locker immediately kicks in. Here's how. The differential is set up with a flyweight governor that responds to differences in wheel speeds, and disc packs that are mounted between the side gear and the case. When one wheel is spinning substantially faster than the other, the governor spins rapidly, causing the flyweight to open. That flyweight then catches on a latching bracket and the lockup process begins. During lockup, a self-energized clutch system causes a cam plate to ramp against a side gear. This ramping action compresses those disc packs mentioned earlier. The ramping continues until both axles - and therefore both wheels - are spinning at the same speed. This is full lock, and it prevents any further wheel slip. (Note: Axle lockup can only occur at speeds below 20 mph.)

New from Eaton is the Electronic Locker. The ELocker™ Differential. Expressly designed for 4-wheel drive systems, this thing is something else. It gives you the ability to lock the differentials when YOU decide it's necessary. And when you do, you have power at both ends of the axle. Lock both differentials? Drive power at all four wheels. And the power is there until you disengage it. The power is at both wheels as long as the differential is locked.

Basically, when the system is engaged, friction between an armature and an electromagnet apply force to a "ball ramp" mechanism. This forces the ball ramp's bearings out of their pockets and up the ramp. That action, in turn, pushes the system's locking pins into matching holes located on the back of the side gear. That locks the axle, and drives torque to both wheels."


www.chrismans.com/AskSpankyDiff.html
 

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snowman said:
Whole thing is a Dana 44 axle... brake to brake...I'm not sure what they are going to- if any- to offer... The Xterra has Eaton ELockers as optional equiptment... And I'm sure the cost of installing a locker in an independent front end is extremely expensive... There are less expensive alternatives like Powertrax NoSlip for under $500 [/B]

www.nissannews.com

Titan 4-Wheel Drive Features

Available shift-on-the-fly 4-wheel drive system with 2WD/4H/4LO modes, electronic control part-time transfer case

Class-exclusive* switch-on-demand electronically controlled locking rear differential (switch operated) (late availability)

7.5x17 brushed aluminum-alloy wheels and 285/70R17 tires (off-road package)

Skid plates for lower radiator, transfer case, oil pan and fuel tank

Available Rancho® performance gas shocks


www.nissanoffroad.net/messageboard/topic.asp?TOPIC_ID=8117

www.nissanusa.com
Off-Road Package
XE 4x4, SE 4x2 and 4x4, LE 4x4

• Rancho® shocks
• Lower final gear ratio (3.36:1); similar to a four-speed automatic 4.10:1
• 17" x 7.5" Aluminum-alloy wheels
• P285/70R17 B.F. Goodrich® Rugged Trail® OWL tires
• Skid plates - oil pan (4x2), transfer case (4x4), lower radiator (4x2 and 4x4)
• Fog lights (standard on LE)
• Active Brake Limited-slip (standard on all 4x4 models)
• Tow hooks (standard on all 4x4 models)

• Electronic locking differential (late availability)
 
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