has anyone had both and can tell me the pros and the cons!!!

i have a spool now and i want a wavetrac so i can turn this bitch in parking lots!!! lol

but few guys said i will notice a big difference at the track going from spool to wavetrac! whats your guys thoughts???? thanks alot aj

 

I DO NOT have experience with both but I had the same decision to make. I chose the Wavetrac because I still like to take my car around turns and who knows, maybe even autox it one day. I have about 15-20 passes on it so far and it's fine.

 

no pulling side to side or anything off the line?

 

Nope.

I took a chance cause the Wavetrac had just come out and I never buy things without letting it be on the market for awhile. But at the time the Tru-Trac was becoming garbage and with a lifetime warranty I pulled the trigger.

 

The Wavetrac will perform at the starting line just as well as your spool. Bob

If you are unfamiliar with Wavetrac differentials then this is what you need to know

· Innovative:
Patent pending Wavetrac® design automatically improves grip in low traction conditions. This feature is truly innovative and unlike any other torque biasing diff design.

· Superior Materials:
9310 steel gears run in case-hardened billet steel bodies. ARP® fasteners used throughout.

· Maintenance Free:
As supplied new, the Wavetrac® differential will perform a lifetime of service without maintenance or rebuilds.

· Customizable:
If desired, you can alter the diff's behavior to suit your needs using optional components.

· Limited LIFETIME Warranty:
All Wavetrac® differentials include a transferable, Limited Lifetime Warranty.



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.

http://shop.brutespeed.com/Moser-5W9...ser-5W9F31.htm 31 spline Wavetrac

http://shop.brutespeed.com/Moser-5W9...ser-5W9F35.htm 35 spline Wavetrac

 

cool thanks bob

 

You're welcome! Bob

 

Yeah i dont think there is much to compare,i would take a wavetrack over a spool anyday,unless i was pushing like 1000rwhp or something.I have never seen anyone complain about the wavetrack

 

From experience you will not see a 60' difference between a Wavetrac and a spool with your average vehicle. Higher HP vehicles on slicks can see a difference but that difference is minimal at best.

 

Yea my car with a ls7, 6spd, spool is cutting 1.42 60s and I make 580rwhp so just wanted to make sure I will not kill my et or mph.10.34@135

 

There's going to be more mass in there with a Wavetrac compared to your spool, but I highly doubt you'll see a difference in your et or mph with your larger engine. Bob

 

https://ls1tech.com/forums/gears-axl...-wavetrac.html

Racing Season just started for most people so we will see how it fairs this year. Improved ver. is supposed to be out so I would like to see how these do with heavier, 400+ RWHP cars.

Def light years beyond a Tru Trac.

 

ok nothing last forever i know that, thats a 1st gen design. so any second gen designs break yet??? also i heard from a little bird that strange is coming out with a wavetrac also!!

 

Speaking with Eaton Directly they said the same thing, then I got a 2nd gen Tru Trac and broke the same.

I would say for you is to get the Wavetrac and beat the hell out of it and I bet we will see how good it is. If you can survive a bad wheel hop situation, then its good in my book.

 

This is the second gen Wavetrac unit. As you can see it is much beefier around the outside edges of the spiral gears which should help greatly compared to the original design that will fail around the windows as we have seen. We have sold a whole lot of Wavetrac units and they are a very nice piece with a great warranty. It also comes with a healthy price tag, but you have to look at purchasing a good 9 inch rearend for your car as an investment and some peace of mind.

One thing some people don't consider is the cost of the trip to the track has to be added in the figure if you have a lesser diff unit fail, and then still have to by a good one. all the sudden the cost difference isn't really that bad.... same scenario for a good driveshaft.

 

Do they give any information as to how the Wavetrac solves the issues? How is the design diferent, and so forth?

 

If you are unfamiliar with Wavetrac differentials then this is what you need to know

· Innovative:
Patent pending Wavetrac® design automatically improves grip in low traction conditions. This feature is truly innovative and unlike any other torque biasing diff design.

· Superior Materials:
9310 steel gears run in case-hardened billet steel bodies. ARP® fasteners used throughout.

· Maintenance Free:
As supplied new, the Wavetrac® differential will perform a lifetime of service without maintenance or rebuilds.

· Customizable:
If desired, you can alter the diff's behavior to suit your needs using optional components.

· Limited LIFETIME Warranty:
All Wavetrac® differentials include a transferable, Limited Lifetime Warranty.



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.

Here you go. Bob

 

If you look at this picture you can kind of see the difference between the old style and new style.

 

Hopefully sooner than later we hope. We have the same one we tested last year ready to go into another vehicle for testing.

 

I have a strange 12 bolt with 33 spine axles do they make on that fits my rear, I want to run 4.10's