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Can someone explain the functionality of the "Torsen" type differential? I'd like to understand it better.

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how does it work? it just does!

now, HOW does it work, or how does it drive?

with no load on the tires, it acts like an open diff.

in fact, I was scared when I first put one in, because when the truck was up in the air, I spun a wheel and noticed the opposite wheel spun backwards. I thought "oh crap, something is wrong with it...limited slips aren't supposed to do that!"

Turns out it's normal.

basically the torsen type can tell when both tires have good traction, and it locks up to deliver equal torque to both wheels. once the gears "slide into place" or whatever happens, it locks up and nothing slips, it becomes like a spool, zero slip! when torque is neutral the gears retract back into position, and it acts like an open diff.

on wet roads, where traction is limited or non-existent, mine acted like an open diff, and would not send the back end out sideways around corners, yet I could feel one wheel spinning.

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Agee that the tru-trac seems to be the ideal. My understanding was that the version we're talking about may not be available for the 8.75, and there are also some assembly issues that come along with it.

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Eaton True-Trac differentials are readily available for 8 3/4" rearends. The design incorporates a center thrust block for use with OEM, adjustable wheel bearings.

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Eaton True-Trac differentials are readily available for 8 3/4" rearends. The design incorporates a center thrust block for use with OEM, adjustable wheel bearings.

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Torsen differential products cover a wide range of torque biases and applications in the front, center, and rear of a vehicle!

T-1 (Type A)
This is the original differential that was introduced in the AM General HMMWV (Hummer®) and the Audi Quattro which has seen considerable growth in other worldwide applications. This is our crossed axis helical (Invex™) higher torque bias differential.


T-2 (Type B)
This differential is only a few years old and adds a wide range of torque bias coverage for the Toyoda-Koki Automotive Torsen North America, Inc. product line. This type of differential is referred to as our parallel axis helical (Equvex™) differential which was designed to accommodate Ford and GM C-Clip applications.


T-2R (RaceMaster)
The T-2R is a higher bias T-2 torque sensing parallel axis differential designed for the more performance minded driver. The higher bias found in the T-2R, like the T-1, allows the transfer of more available torque to the wheel that can better use it.


T-3 (Type C)
The newest differential style of the Torsen product line. The T-3 is currently offered in a single or Twin Differential configuration (The twin differential has an open differential surrounded by a Torsen differential!). This versatile unit is ideally suited for center applications and is designed for those hard to package all wheel drive systems. The design of the Type C allows for a torque split other than 50:50 with a majority of available torque designed to go to either the front or rear axle.

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There are currently three types of Torsen differentials.

The original Torsen T-1 (Type A) uses crossed axis helical gears to increase internal friction. The Type I can be designed for higher torque bias ratios than the Type II, but typically has higher backlash and the potential for Noise, Vibration, and Harshness (NVH) issues, and requires a precise setup/installation.

The later Torsen T-2 (Type B) uses a parallel gear arrangement to achieve a similar effect. There is also a specialist application of the T-2, known as the T-2R (RaceMaster).

The latest Torsen T-3 (Type C) is a planetary type differential, in that the nominal torque split is not 50:50. The Type C is available as single or twin version; the Torsen twin C differential has front and center differential in the same unit.[2]

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