BigB
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- Thread starter
- #1
I've seen every video and red everything I could find somehow it was actually Gemini AI that figured it out so I wanted to share this with you because I think it's very simplistic and genius at the same time because with an open diff all you have to do is stop the spending Tire anyway read what AI said now we just need a second front motor and we've got a really fun toy with 400 horsepower all wheel drive let's go.
#Gemini3Pro
The Slate truck uses an Open Differential combined with a Brake-Actuated "Electronic Limited Slip" system.
It does not have a mechanical limited-slip differential (LSD) or a mechanical locking differential.
Here is the technical breakdown of exactly how it finds traction:
1. The Hardware: Open Differential
Mechanically, the rear drive unit is the simplest setup possible: an open differential.
What this means: In a low-traction scenario (like ice or loose gravel), an open diff naturally sends power to the wheel with the least resistance. If one wheel slips, a standard open diff would spin that tire uselessly while the other tire (with grip) sits still.
Why they did it: It is cheap, lightweight, and has zero maintenance. There are no clutch packs to wear out (like in a mechanical LSD) and no air-lines or solenoids to fail (like in a selectable locker).
2. The Software: "Virtual" Locker
Because it has an open diff, the Slate relies entirely on its Traction Control System (TCS) to create forward motion off-road.
How it works: The truck's wheel-speed sensors monitor spin thousands of times per second. When the computer detects one wheel spinning faster than the other (slip), it rapidly pulses the hydraulic brake caliper on only the spinning wheel.
The Result: By clamping down on the slipping wheel, the system artificially increases the resistance at that hub. The open differential—which always wants to equalize torque—is then forced to send power to the other wheel (the one with grip).
The Experience: You will hear the ABS pump "chattering" or "crunching" as you navigate slippery terrain. It’s effective for 90% of use cases, but it can heat up the brakes during prolonged, heavy off-roading.
3. The "Something Else": De Dion Rear Axle
You asked if it was "something else," and in terms of suspension architecture, it is. The Slate uses a De Dion tube rear suspension, which significantly aids the traction control system described above.
Why it matters for traction: In a standard solid axle truck (like your Frontier), hitting a bump with one wheel tilts the entire axle, changing the camber of both wheels and reducing their contact patch (and thus grip).
The De Dion Advantage: The motor and differential are bolted to the frame (reducing unsprung weight), but a rigid tube connects the hubs. This keeps the tires perfectly flat against the road surface (like a solid axle) but allows the suspension to react faster to bumps (like an independent suspension). Better tire contact = less reliance on the traction control system to fix mistakes.
#Gemini3Pro
The Slate truck uses an Open Differential combined with a Brake-Actuated "Electronic Limited Slip" system.
It does not have a mechanical limited-slip differential (LSD) or a mechanical locking differential.
Here is the technical breakdown of exactly how it finds traction:
1. The Hardware: Open Differential
Mechanically, the rear drive unit is the simplest setup possible: an open differential.
What this means: In a low-traction scenario (like ice or loose gravel), an open diff naturally sends power to the wheel with the least resistance. If one wheel slips, a standard open diff would spin that tire uselessly while the other tire (with grip) sits still.
Why they did it: It is cheap, lightweight, and has zero maintenance. There are no clutch packs to wear out (like in a mechanical LSD) and no air-lines or solenoids to fail (like in a selectable locker).
2. The Software: "Virtual" Locker
Because it has an open diff, the Slate relies entirely on its Traction Control System (TCS) to create forward motion off-road.
How it works: The truck's wheel-speed sensors monitor spin thousands of times per second. When the computer detects one wheel spinning faster than the other (slip), it rapidly pulses the hydraulic brake caliper on only the spinning wheel.
The Result: By clamping down on the slipping wheel, the system artificially increases the resistance at that hub. The open differential—which always wants to equalize torque—is then forced to send power to the other wheel (the one with grip).
The Experience: You will hear the ABS pump "chattering" or "crunching" as you navigate slippery terrain. It’s effective for 90% of use cases, but it can heat up the brakes during prolonged, heavy off-roading.
3. The "Something Else": De Dion Rear Axle
You asked if it was "something else," and in terms of suspension architecture, it is. The Slate uses a De Dion tube rear suspension, which significantly aids the traction control system described above.
Why it matters for traction: In a standard solid axle truck (like your Frontier), hitting a bump with one wheel tilts the entire axle, changing the camber of both wheels and reducing their contact patch (and thus grip).
The De Dion Advantage: The motor and differential are bolted to the frame (reducing unsprung weight), but a rigid tube connects the hubs. This keeps the tires perfectly flat against the road surface (like a solid axle) but allows the suspension to react faster to bumps (like an independent suspension). Better tire contact = less reliance on the traction control system to fix mistakes.
