Power from Rear
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Originally Posted by watchdogd,Oct 24 2007, 06:22 PM
a service guy at the dealership told me that the rear right wheel was the primary source of power and the rear left was secondary.
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Actually the question was appropriate...take a quick look at the Torsen site, it is NOT A LOCKER. The proportioning is not 1:1, so power is not transferred equally.
Does it load one side preferentially? I have no idea, but it would be easy enough to test with a couple of burnouts.
Does it load one side preferentially? I have no idea, but it would be easy enough to test with a couple of burnouts.
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Originally Posted by INTJ,Oct 25 2007, 07:40 AM
Actually the question was appropriate...take a quick look at the Torsen site, it is NOT A LOCKER. The proportioning is not 1:1, so power is not transferred equally.
Does it load one side preferentially? I have no idea, but it would be easy enough to test with a couple of burnouts.
Does it load one side preferentially? I have no idea, but it would be easy enough to test with a couple of burnouts.
Thanks,
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Originally Posted by srl311too,Oct 25 2007, 01:12 AM
With a live solid rear axle, think old chevy, engine torque tends to lift one side. With independent rear suspension the torque is transmitted through the chassis and the rear tires get equal traction, unless one side slips, than the torsen comes into play.
I don't think so.
One-wheel burn outs are for cars without limited slip or locking diffs. NOT because the left side of the car is lifted off the ground.
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From: 17 ft below sea level.
The power is delivered equally as long as the wheels have equal grip.
During slow cornering there is rotational speed difference but that should not have an effect on power distribution.
It does when the car leans over a bit (cornering fast) and one wheel isn't pressed onto the road as much => different grip levels => different power distribution.
During slow grippy on-the-throttle cornering the diff is working hard to compensate the rotational speed difference AND deliver equal power.
Because the rotational speed is "telling the diff" one wheel is slipping (but its not).
The Torsen LDS is also known as a torque multiplier.
With one wheel in the air, one wheel has 0 grip so the other wheel gets 0 too.
Something times 0 = always 0 (basic math I guess)
That's why Torsen invented the T-2R.
Like a clutch type there is some pre-load.
BTW.. One should NEVER drive around with unequal rear tires (different size, worn/not worn, ect) because that wil ruin the diff.
That's why the spare only goes at the front.
In case of a rear puncture the front => rear, spare => front.
In your manual
During slow cornering there is rotational speed difference but that should not have an effect on power distribution.
It does when the car leans over a bit (cornering fast) and one wheel isn't pressed onto the road as much => different grip levels => different power distribution.
During slow grippy on-the-throttle cornering the diff is working hard to compensate the rotational speed difference AND deliver equal power.
Because the rotational speed is "telling the diff" one wheel is slipping (but its not).
The Torsen LDS is also known as a torque multiplier.
With one wheel in the air, one wheel has 0 grip so the other wheel gets 0 too.
Something times 0 = always 0 (basic math I guess)
That's why Torsen invented the T-2R.
Like a clutch type there is some pre-load.
BTW.. One should NEVER drive around with unequal rear tires (different size, worn/not worn, ect) because that wil ruin the diff.
That's why the spare only goes at the front.
In case of a rear puncture the front => rear, spare => front.
In your manual
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Originally Posted by SpitfireS,Oct 25 2007, 10:33 AM
The power is delivered equally as long as the wheels have equal grip.
During slow cornering there is rotational speed difference but that should not have an effect on power distribution.
It does when the car leans over a bit (cornering fast) and one wheel isn't pressed onto the road as much => different grip levels => different power distribution.
During slow grippy on-the-throttle cornering the diff is working hard to compensate the rotational speed difference AND deliver equal power.
Because the rotational speed is "telling the diff" one wheel is slipping (but its not).
The Torsen LDS is also known as a torque multiplier.
With one wheel in the air, one wheel has 0 grip so the other wheel gets 0 too.
Something times 0 = always 0 (basic math I guess)
That's why Torsen invented the T-2R.
Like a clutch type there is some pre-load.
BTW.. One should NEVER drive around with unequal rear tires (different size, worn/not worn, ect) because that wil ruin the diff.
That's why the spare only goes at the front.
In case of a rear puncture the front => rear, spare => front.
In your manual
During slow cornering there is rotational speed difference but that should not have an effect on power distribution.
It does when the car leans over a bit (cornering fast) and one wheel isn't pressed onto the road as much => different grip levels => different power distribution.
During slow grippy on-the-throttle cornering the diff is working hard to compensate the rotational speed difference AND deliver equal power.
Because the rotational speed is "telling the diff" one wheel is slipping (but its not).
The Torsen LDS is also known as a torque multiplier.
With one wheel in the air, one wheel has 0 grip so the other wheel gets 0 too.
Something times 0 = always 0 (basic math I guess)
That's why Torsen invented the T-2R.
Like a clutch type there is some pre-load.
BTW.. One should NEVER drive around with unequal rear tires (different size, worn/not worn, ect) because that wil ruin the diff.
That's why the spare only goes at the front.
In case of a rear puncture the front => rear, spare => front.
In your manual
Are you saying that even a small difference in tire wear such as 2/32 of an inch is technically hurting the differential ?
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watchdogd Posted on Oct 25 2007, 09:46 PM
2/32" = 1.58 mm.
Are YOU saying you have one tire with 1.58mm less profile at the rear?
If so, not good IMO.
I don't think you will ever get such a difference if you start with 2 new (or identically worn) tires.
You probably had a puncture somewhere down the road and had to replace one rear?
Circumference of the OEM front and rear S-02 is 1928mm.
According to Bridgestone.
(That's why you can use the front on the rear)
Diameter is 613.7mm (1928 / 3.14)
Substract 2* 1.58 => 613.7 - 3.16 = 610.5
New circumference => 610.5 * 3.14 = 1918mm
That's 10mm less.
So in 192 revolutions of one "new" wheel the "worn" one is rotating one more.
Now.. no road is exactly straight and no one drives exactly straight all the time.
(the Earth is a sphere.. so )
IMO 1.5 mm profile depth difference is too much and it's making the LSD work a little harder all of the time.
Are you saying that even a small difference in tire wear such as 2/32 of an inch is technically hurting the differential ?
Are YOU saying you have one tire with 1.58mm less profile at the rear?
If so, not good IMO.
I don't think you will ever get such a difference if you start with 2 new (or identically worn) tires.
You probably had a puncture somewhere down the road and had to replace one rear?
Circumference of the OEM front and rear S-02 is 1928mm.
According to Bridgestone.
(That's why you can use the front on the rear)
Diameter is 613.7mm (1928 / 3.14)
Substract 2* 1.58 => 613.7 - 3.16 = 610.5
New circumference => 610.5 * 3.14 = 1918mm
That's 10mm less.
So in 192 revolutions of one "new" wheel the "worn" one is rotating one more.
Now.. no road is exactly straight and no one drives exactly straight all the time.
(the Earth is a sphere.. so
)IMO 1.5 mm profile depth difference is too much and it's making the LSD work a little harder all of the time.