I have a 2002 envoy, and whenever my rear tires lose traction and spin out, it pulls really hard to the right, and it doesn't come out of it until I turn extremely sharp, or floor it and spin out again. It's really annoying me, especially in the winter. It happens in 2wd and 4wd. I was told it could be normal, but I really don't think so because it won't come out of it, and when it does happen I basically have to drive with my wheel fully turned to the left in order to go straight. I do have 2 different tires in the back, they are the same size but have different tread on them, could this be causing the problem? I know it's not good for the car, but I just bought it and they were on there like that and haven't had time, or money, to get new ones. Any help would be great!
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Why does GMC Envoy pull hard to one side after tires spin out?
- Thread starter D L
- Start date
Molson02536
New member
Tire have different traction rating "Numbers" and if one tire has more traction then the other. Your going to have Issues like you have described. You may want to rotate a tire from the front to the rear so the rear has the same traction rating. This will keep the rear end from sliding out to one side when traction is lost. This is more common to happen to a rear end being conventional and not having a limited slip rear end, as the wheel that loses traction spins. The other tire with traction will pull causing that side to push in the opposite side of the car. As for the (LSD) limited slip rear end, as the side that loses traction and the wheel starts to spin. The side with traction will get more torque but will try to equal out the torque with the spinning wheel. Don't get confused with a posi-traction rear end, That's a different animal on it's own.
The clutch-type LSD is probably the most common version of the limited slip differential.
This type of LSD has all of the same components as an open differential, but it adds a spring pack and a set of clutches. The spring pack pushes the side gears against the clutches, which are attached to the cage. Both side gears spin with the cage when both wheels are moving at the same speed, and the clutches aren't really needed -- the only time the clutches step in is when something happens to make one wheel spin faster than the other, as in a turn. The clutches fight this behavior, wanting both wheels to go the same speed. If one wheel wants to spin faster than the other, it must first overpower the clutch. The stiffness of the springs combined with the friction of the clutch determine how much torque it takes to overpower it.
Getting back to the situation in which one drive wheel is on the ice and the other one has good traction: With this limited slip differential, even though the wheel on the ice is not able to transmit much torque to the ground, the other wheel will still get the torque it needs to move. The torque supplied to the wheel not on the ice is equal to the amount of torque it takes to overpower the clutches. The result is that you can move forward, although still not with the full power of your car.
The clutch-type LSD is probably the most common version of the limited slip differential.
This type of LSD has all of the same components as an open differential, but it adds a spring pack and a set of clutches. The spring pack pushes the side gears against the clutches, which are attached to the cage. Both side gears spin with the cage when both wheels are moving at the same speed, and the clutches aren't really needed -- the only time the clutches step in is when something happens to make one wheel spin faster than the other, as in a turn. The clutches fight this behavior, wanting both wheels to go the same speed. If one wheel wants to spin faster than the other, it must first overpower the clutch. The stiffness of the springs combined with the friction of the clutch determine how much torque it takes to overpower it.
Getting back to the situation in which one drive wheel is on the ice and the other one has good traction: With this limited slip differential, even though the wheel on the ice is not able to transmit much torque to the ground, the other wheel will still get the torque it needs to move. The torque supplied to the wheel not on the ice is equal to the amount of torque it takes to overpower the clutches. The result is that you can move forward, although still not with the full power of your car.