Re:Deciding on a Diff for a Daily Driver

Yes an LSD compliments traction control very nicely. It will be fantastic.
 

wrote:

OK yes, I'm being opinionated again, but I just don't like crush tubes. On my LC I obtained from the states a proper "solid tube". It came with shims and was easy to set up. With a crush tube there is the possibility of flex and I believe a solid tube will eliminate this. I know a guy who had an ARB locker fitted to his LJ70 and flex caused the pinion teeth to dig into the ARB casing. This guy had no mechanical sympathy and his throttle was all or nothing.

Roger

This "flex" is not in the crush sleeve, it's the entire pumpkin that is flexing - it is a "known issue" and ARB has documented the fix for it in their installation guides - I've attached the relevant page for your convenience.

Essentially - the fix is to grind a few thou off the end face of the pinion and add a bevel to the outer edges of the teeth.

Fordem.

I know about the mod to the pinion, and it's another reason I don't like the ARB. If you are marketing a device to do something, then you should, in my opinion, ensure it fits without having to modify the original unit. To carry out this mod properly, you need to strip the pinion out to ensure you do not get any swarf inside the bearings etc. Not a 5 minute job. Also you are grinding into the hardened surface of the teeth and that can and probably will ensure breakup at the edge of the teeth.

I fitted the ARB in question and the fit was right on the limit. I advised the buyer and told him of the alternatives but he was happy with the fit as it was. As I mentioned, he was a brutal and unsympathetic driver who did not understand the meaning of the expression "fast as necessary, slow as possible". and his motor suffered as a consequence.

Lambert

If you have traction control and then fit a pair of Quaife's, surely the new diffs. would replace the Suzuki system so relying on them would not be an issue?

Roger

This still doesn't work for me. If the Suzuki system works as a traction control system, then when traction is lost i.e. wheel in the air, spinning away, the system notes a change in the rpm of that wheel and applies the brake to that wheel. Traction is now restored, or so the system believes, the wheel is still in the air but power can now go to the wheel on the ground. This is the fundamental concept of an ECU controlled system.

The Quaife system relies on driver intervention to load the diff. by applying brake pressure either by foot or hand.

The Suzuki system is automatic and fully selective, so what will the Quaife give you that the Suzuki doesn't?

Roger

LSDs combined with traction control is the winning combination. The difference is the Quaife is torque biasing e.g. it increases the amount of torque sent to the wheel with traction. With an open diff torque is always divided equally between the wheels so if the traction control applies a braking force of X to the spinning wheel, an equal force of X is sent to the wheel with grip. With a torque biasing diff the force is multiplied so you get perhaps 2X force at the grippy wheel, which greatly improves the effectiveness of the traction control.

I am guessing, the installation of an LSD , are the same principles, as what Martin did, in his video, of the installation of an air locker?

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LM42

In a recent article in 4x4 magazine concerning fitting diff. locks, the following comment was made.

"If doing this is a DIY job to you, then you don't need us to tell you how to do it. And if you do need us to tell you how to do it, then you can't do it".

Fitting a diff. requires a dial gauge and a weight scale. The first to set the clearance between crown wheel and pinion ant the latter to set the pre-load. To do the job properly, you need both plus the knowledge on how to use them.

Roger

Can't be that hard , I never done a clutch before, then with 4 weeks I did 2, just asked for advice on here, but you still didn't answer the question

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