kazairl, i think you and i are making the same argument haha.

But so far im havin problems coming up with a new diff for the front, so i may have to go the locker and hubs route...i cant find a new lim slip for the D60 front, all i can find is for a 60 rear.

 

no you have to look at it from different way a limited slip yes will allow one wheel to turn free of the other to a point but i have drove truck with a limited slip front and lockout hubs with one hub locked and the other open the same thing as whats happening with a dodge front end when to turn it doesnt like to and hops and bounched all around because since one wheel is locked into the diff and the other isnt it causes the clutch pack to engage and it locks the wheel in here is another way a limited slip works by sensing when a wheel is sliping and locking both shafts together when you turn and half the diff is locked to the ground and the other isnt it locks both sides it will still buck just as a locker up front would not as bad but it will still happen

 

All of what I am going to say here is based on the idea that the situation you're describing has the truck in 2wd.

If I read what you're saying correctly then I think that truck has/had problems with its diff and hubs. If one hub was locked and one was open then the axle only has one driveshaft to transmit power through so there shouldn't be any torque going to the free wheel whatsoever, and thus no steering problems.

Now, if we assume that both hubs weren't fully unlocked then you could have a point, sort of. If you don't use the correct limited slip additive when the gear oil is changed that the clutches won't slip properly and you essentially have a locked diff. If you take this into account with both hubs locked you get the situation that you're describing.

Torque applied to the diff by the pinion is what is supposed to apply pressure to the clutches to actuate the slip limiting nature of the diff. Not the wheels slipping past one another in a turn, which would defeat the purpose of using a posi instead of a locker.

 

Actually a detroit locker in the front is fine as it unlocks unless there is tq coming from the transfer case to the axle..Once under a load it will lock up otherwise it free wheels

 

x2. Either you were in 4wd or your hub wasn't unlocking. One wheel is free to spin from the other and the front axle is free to spin seperatly from the back axle. Sounds like an open diff to me.

Now if it were my truck we were discussing your point would be valid as mine doesn't have a CAD.

 

As an aside, I've never torn my axle down to individual parts so I don't know how this disconnect works. Does anyone know how it works well enough to explain this clearly?

 

Basically your passenger side axle shaft is two peices. There is a splined collar and a vacuumn operated shift fork. When you engage the 4wd the shift collar locks the two axle shafts together.

 

Ive fished through alldata and gotten that far, I should've included that. Do you know how the two shafts get coupled together with the shift fork?

 

Both ends of the axle shafts are splined and the shift fork runs a splined collar. When vacumn is applied to the shift solenoid it moves the fork and collar until it slips over then end of the second shaft and locks the 2 together. If you have ever torn into a transmission or transfer case it is basically the same type of collar.

The shift fork is operated by vacumn that is routed through a switch on the transfer case so that vacumn is applied to the CAD when the vehicle is in 4wd. Make sense?

 

Ah, ok, that makes a world of sense. I should've been able to figure that out...