OK, this is my last try. Ben's cup is way too full to let anything in, so this might be a waste, but let's try it anyway!
You are confused between the torque/power that gets delivered thought the diffs, versa the torque/power that actually moves the car. Those are two different things and shouldn't be taken as same!

If the wheels are at the full lock as you said, power/torque goes on both side equally. This is just pure mechanics and anything else is just not possible. What will happen with that power when it gets to be delivered to the ground is a different thing. If one side is in the air, it will be spinning freely with all of the torque/power that is sent there. The other side has maximum traction and it will actually move the car. And YES all of the torque/power will be delivered through that side, but that doesn't mean that other side doesn't get any torque/power. It is just not used at the moment, but it is delivered through the both locked axles, and exist everywhere. It is just not used at the moment!

If you empty your cup first, there might be some...

I have to agree, this always helps!!


Fedja

 

The extra power that the diff will get to the outside front tire will rotate the car quicker (creates a "yaw moment" around the polar axis)

As far as what the .5 means in a 1.5 way diff it just refers to % of lock... A one way has no lock on decel, a 1.5 way has 50% lock on decel and a 2way is 100% locked on decel. All are locked on accel. Fromwhat I understand the amount of lock can be changed by changing the preload on the clutch packs. I'm not sure if it can be done independently for accel and decel. Generally the more lock on decel the more the car will resist turning (= understeer)

Off course as discussed many times before (but it never gets old!) all of these combinations are avaliable so we can tune the balance of the car into the corner (and on a variety of surfaces)

 

I thought this would make the car understeer if applying power to the outside front tire at the treshold of grip in a corner. This is what was leading me to believe why the open dif at the front might be advantageous in exiting the corner at wide open throttle. I figured the open dif doesn't put at much power down in the front outside wheel allowing for steering through and out of the corner, while the 1.5 rear LSD dif gets more power down, making the car act more as a RWD.

This was the theory I came up with from reading these past posts. Now I think I'm starting to get confused again. Am I out to lunch here?

(I also like to add that my theory included the open dif causing understeer at corner entry, but not through the corner.)

 

When I read it first time, I tough that he was saying (actually that is how I was reading it) that power goes to the inside wheel and creates yaw momentum that helps rotation of the car. But, I agree with you here evo_dan about that extra power on the outside wheel that is at the grip treshold, that will make things worse (push wise).

This one I don't get. Care to explain how would an open diff cause this?

Thanks


Fedja

 

the real variables are how fast is the corner (faster=less understeer) and how much throttle is give (and how much power the vehicle has). If extra drive torque is applied to the outside front (or rear) it will pull the car around. it's a fine line though because if too much throttle will overwelm the tire causing understeer (as you stated) and if the rear end is doing the same thing and the driver is carefully feeding the throttle on the way out the car will almost steer itself out of the corner! Just imagine the car from above with a pole through the forward part of the roof and now imagine power going mainly to the outside wheels and what the car would do (even if the wheels were straight! can you say torque steer!). Because the car is in real life leaning in the corner (lateral load transfer) the outside tires have more grip so even a car with a lsd that can only lock the car will still steer because the outside tires can put more power down due to the extra load they have in the corner


Just the opposite... The car as it enters the turn needs the drivetrain to be as free as possible so each tire is able to find the propper wheel speed for it's particular radius (remember each tire has a different radius to follow). So the open diff in the front helps get the car into the corner... but so would a 1-way diff (which only locks on power and provides the benifits listed above)
In the center we want some locking because we ould like the rear "axle" to provide a little drag to help rotate the rear.

As stated in previous posts we want the vehicle to make an efficient transision from braking to cornering meaning we will have to blead less speed off to get into the corner (we can brake less and later) then carry this extra speed through the corner (high apex speed) and then use it to get the maximum exit. Balance and grip for the first third of the corner (where most of the turning should be done on most corners) then balance and good drive out

Hope this helps and dosen't just make tings worse

 

I hope that V-day is not affecting you that much!!

Thanks!!


Fedja

 

Hey you're the one that is quoted as saying "mainly due to the LOVER weight"! You guys want to tell us something?

 

Glad to hear about the girlfriend though Mr.AWD will probably be devistated

Anytime you want to come over you just let me know. I can run at my local track for $60. We'll have to work on the tire thing

 

To all of that...you've got a big heart Damn, I'm doing it now

P.S. $60 is for a half day but it sounds like it will save me a lot of gas money

 

Whao.. what a mindful!

Had to stick in some ear plugs to keep it all from comming out!

Althought not involved in the event.. thanks for the info all! Very informational!!

Cheers

Jay