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Quaife ATB differential
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It makes you feel the tyre grip through the steering, knowing when your approaching the edge of grip. Some scrubbing on tight turns but a little tyre wear is a small price for the positives.
My car does a fair bit off road but generally not to the extremes of wheel lifting or scrambling over rocks where a full locker would be best.
It's strange that a diff can effect the suspension and ride so much but it does. so much so that you would think that car had suspension work too.
sniper
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Gadget wrote: System on the new Jimny doesn't use a mechanical diff, it uses the cars ABS system to intermittently brake the spinning wheel to shift traction back to the other side.
The new Jimny is being shown with the option of an LSD as well as traction control.
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sniper wrote: For a tarmac car, I'd recommend the ATB without hesitation as probably the best diff available. You've always got a flat, even application of power that doesn't add pitch or yaw to the chassis. In essence, a flat square shove from the whole axle, this helps to keep the weight even over the steering wheels, improving turn in and feel.
Sorry but what you are describing here is exactly what an open diff does. It splits torque equally between both rear wheels so it always pushes the car squarely. How can a device that biases torque to one side or the other possibly push the car more squarely than one that always splits it evenly?I don't doubt that the LSD is great in low traction situations, allowing earlier and greater applications of power coming out of corners etc, but in high traction situations you will not see any positive differences.
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The ATB keeps torque spread evenly over both wheels constantly not just at times of slip. Giving the axle much more grip as both tyres are coping with the torque evenly. As the load is spread evenly, the axle is is flatter and under more control. Much more feed back and much more control at the point of traction loss, i.e. a nice controlled power slide (drifting).
Look them up Busta, they have a huge rally pedigree and they are fitted in some pretty high spec road cars as OE equipment.
I doubt Ford would fit them in their RS 350 horse motors if they weren't of benefit in all traction conditions.
sniper
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Busta wrote:
sniper wrote: For a tarmac car, I'd recommend the ATB without hesitation as probably the best diff available. You've always got a flat, even application of power that doesn't add pitch or yaw to the chassis. In essence, a flat square shove from the whole axle, this helps to keep the weight even over the steering wheels, improving turn in and feel.
Sorry but what you are describing here is exactly what an open diff does. It splits torque equally between both rear wheels so it always pushes the car squarely. How can a device that biases torque to one side or the other possibly push the car more squarely than one that always splits it evenly?I don't doubt that the LSD is great in low traction situations, allowing earlier and greater applications of power coming out of corners etc, but in high traction situations you will not see any positive differences.
Basically an open diff distributes power more based on rpm and the helical diff distributes power more based on torque.
more rpm (the outer wheel) gets less torque in an open diff. (feeling a bit on thin ice now, hope i got this right )
Norway 2005 Jimny M16A VVT, 235 BFG MT, 2" Trailmaster, ARB rear lck, 17%/87% high/low gears.
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I'm not saying this is bad, or that LSDs don't have very obvious performance advantages, but Sniper, your beautifully worded description of the car squatting and pushing squarely up the road do not describe the action of a LSD. In my experience, vehicles with LSDs behave exactly like an open diff in high grip situations, and as torque exceeds grip they respond a lot more aggressively to throttle and brake inputs as they transfer torque to make best use of the grip available. This is often at the expense of some smoothness. Aggressively setup plate diffs are worse for this, but it's still noticeable with an ATB.
Drifiting is a great example. When a car transitions into a drift with an LSD you feel the outside wheel pushing harder and creating a YAW movement, exceeding the tyres lateral grip and putting the car into a slide. It's much harder to drift with an open diff where both wheels are pushing evenly because the torque limit of the inside wheel is exceeded before you reach the grip limit of the outside wheel. Understeer or the inside wheel spinning are the common results.
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