WTF is it? I do not understand how it works. I have a spool right now. I just put it in and it has probably 130 miles on it. I don't have a problem driving it on the street at all. But I think I would like something that is a tad more streetable. Something my girl can drive if need be.

 

Also want to know how strong it is? Will it hold up to some really hard launches? I plan on making 6-700hp with a six speed. Need to know if it will hold all of that.

 

Subscribed.
I read somewhere they have one in a gto and is pushing some serious times and numbers (high 3 digits) with it and they have not broke one yet... Wish i remembered where i read that.

 

me 2
i'd like to know about it
i have 9" moser with Locker & i plan to swap it with wavetrac
but still wondering bout it

 

i think this will help :

https://www.brutespeed.com/rear_end_information.htm

 

I just ordered a moser 9inch with wavetrac, ordered it with all the chassi options. honestly dont know much about it. What sold me is the lifetime warrany, that its streetable and will handle more than the 600whp im goona be throwing at it with a 6spd. should have it in a month or so, and will post lots of pictures of the install. my fiance is goona be sad that there is a break in period, but its almost winter anyways.

 

I don't know much about it either even after reading on brute speed. Does a wavetrac lock to two axles together like a spool does?

 

http://www.wavetrac.net/technical.htm... tells you how they work.

 

The Wavetrac requires 35 spline axles, and a 3.250 case. Ryan, you're in luck as you would have the 3.250 case since we ordered your rear with the 35 spline axles. Here is a link to where I sell the 9 inch Wavetrac. http://shop.brutespeed.com/Moser-5W9...ser-5W9F35.htm Bob

 

Yea I seen that on your site. I might order one next late spring early summer. Want to get down to mid 11s before I do tho. I have 4:56s too so I will also need new gears. Going to go to 3.75s and gonna get a start on my procharged setup.

Still have some time to really figure out how this works. I read it all but it's still a little blurry. Hoping for some insight on someone who actually has this wavetrac.

 

My MWC setup just came this morning with my wavetrac, ill pm you about it after I get some miles on it and some trac passes and let you know how it is/does

 

Does it kinda act like a locker? Locks the axles together when going straight but allows one axle to turn more than another when making a turn.

 

from what i can tell yes. All i know is if you have everything splined up and ready to go in, you turn one axle forward the other goes forward too

 

You'll never know you have a Wavetrac back there, it acts just like a stocker as far as how well it drives. As the Wavetrac has only been out for about one year, only time will tell if it can handle a lot of abuse. Bob

WHAT MAKES A WAVETRAC® DIFFERENT
To best understand how the Wavetrac® is truly different from the other gear differentials on the market, you first have to understand the primary problem that the Wavetrac® solves.
The problem: Loss of drive during zero or near-zero axle-load conditions.
Zero axle-load is a condition that occurs during normal driving, but creates the most noticeable problems when driving in extreme conditions. Zero or near-zero axle-load is the condition that exists when there is ‘no-load’ applied through the drivetrain, when one drive wheel is nearly or completely lifted (often in aggressive cornering). It also occurs during the transition from engine driving a vehicle to engine braking and back, even with both drive wheels firmly on the ground.

Here’s how that loss of drive hurts you:
1) If you lift a wheel, all gear diffs except Wavetrac®, will NOT power the other wheel.
2) During the transition from accel to decel, all gear diffs except Wavetrac®, do nothing.

Why does this happen?
All gear LSDs (including Torsen®, Truetrac®, Quaife®, Peloquin, OBX, etc.) work in basically the same manner: they divide the drive torque between the two axles, applying drive to each side, up to the available grip of each tire. The amount of drive torque one wheel can get over the other is described as the bias ratio, a measure of the torque split across the axle.
Standard, open differentials have a bias ratio of 1:1. They can only apply as much drive torque as there is available traction at one wheel. When one wheel loses grip, the total available drive is lost as well (at a 1:1 ratio). All your power goes out the slipping wheel - along the path of least resistance.
Torque biasing differentials offer increased bias ratios over open differentials. For example, if a diff has a bias ratio of 2.5:1, then it can apply drive torque to the wheel with the most traction (gripping wheel) at 2.5 times the traction limit of the wheel with the least traction (slipping wheel). This is a significant improvement over an open diff… most of the time.
The problem is that when one tire has LITTLE or NO grip (zero axle-load), the other wheel gets ZERO DRIVE, because (basic math here): 2.5 x 0 = 0.
Lift a wheel (or substantially unload a wheel) and you get zero axle-load on that side - that means that during the time the wheel is unloaded, the typical diff will NOT power the wheel that’s still on the ground. No matter how high the bias ratio, you get no power to the ground.
During the transition from accel to decel, where you have near zero torque on the axle, even if the wheels are on the ground, the typical diff is unable to begin applying drive torque until AFTER the zero torque condition is over. While this condition is generally short-lived, the fact that most diffs can do nothing during that time means that there will be a delay once the zero torque condition stops - creating a reaction time in the driveline.

The Wavetrac®, however, is different:
The innovative, patent-pending, Wavetrac® device in the center of the diff responds during these exact conditions when zero or near-zero axle-load occurs. At or near zero axle-load, the axles (and therefore each side gear in the diff) start to turn at different speeds.
This speed differential causes the Wavetrac® device to step into action:
Precisely engineered wave profiles are placed on one side gear and its mating preload hub. As the two side gears rotate relative to each other, each wave surface climbs the other, causing them to move apart.
Very quickly, this creates enough internal load within the Wavetrac® to STOP the zero axle-load condition.
The zero axle-load condition is halted, and the drive torque is applied to the wheel on the ground (the gripping wheel)… keeping the power down.
Some gear differentials rely solely on preload springs to combat loss of drive. The drawback is that you can’t add enough preload to prevent loss of drive without creating tremendous handling and wear problems at the same time. So, to avoid these problems, the preload from ordinary spring packs must be reduced to a level that renders them ineffective at preventing loss of drive. The Wavetrac® is the only differential that can automatically add more load internally when it’s required.
In the case where both wheels are on the ground during zero axle load, such as during a transition to deceleration, the Wavetrac® device is able to prepare the drivetrain for when the zero torque condition stops, eliminating the delay seen with ordinary gear diffs.
What this means for you as a driver is that power is delivered to the gripping wheels for more time and in a more constant manner – making you faster and improving stability.
The Wavetrac® truly is different - and its innovative features can make a real difference in your car’s performance.

 

I wanna know what the limitations are on the warranty. from my understanding, if you show them a broken one, they will show you a new one. When I get mine i guess we will see. hopefully it doesnt break.

 

Waiting to see if this thing can hold up to some high hp and some hard 6 speed launches. If it can take the abuse, I'll be calling Bob next spring.

 

Sounds like a good plan, thanks. Bob