Just stock alignment, nothing special. I can let go of the wheel at highway speeds and it tracks straight with no steering wheel vibrations. So, it's not horrible or anything.
Oh, my car runs spectacular too. I'm pretty sure I can duplicate this 'event' whenever I want. Makes no difference if the car is cold/hot, relative outside temps, amount of fuel. I truely think it's a loss of traction that the ACD is sensing and/or it's going up on 3 wheels. AMS is like 5 hours away from me.

Ever go through like a big drainage pipe (in like a mall parking lot) where there's severe weight shifting? I remember doing this in my STi and the DCCD got 'confused' and the car felt like it studdered if I tried to speed up. I figured it was 'confused' as to which tire(s) to put the traction to. Pretty similar feeling really.

 

put the car into gravel and snow mode and see if you can get it to do the same thing...if you are lifting and the rear dif isnt locked the wheel spin could be read....but the centerdif dosen't control power....just how quick the car equalizes the f/r torque split...from what I've read...

 

The ACD has NOTHING to do with torque split. It is 50:50 all the time, every time, no matter what you do. All it does, depending on mode, is to control the speed of lockup in the front and rear diffs. It locks the fastest in Tarmac and the slowest in Snow (obviously). If you go back to the track again have a spectator check for tripoding and/or datalog to look for engine performance issues.

 

so if the dif hasn't locked (aka is open) the torque split IS affected....with the end of the car with the most traction getting the least torque just like any open dif.....otherwise the mitsu boys would have just inserted a spool to maintain the 50/50 bias.

 

You've got it backwards.

Open diff = equal torque distribution / different wheel speeds
locked diff = different torque distribution / equal wheel speeds

Note that a locked diff can only deliver equal torque when the tires have the same traction.

I believe I've experience this as well, and always thought it was just the inside front tire breaking loose for a just a moment. As you accelerate hard out of a tight corner, almost all of the weight on the inside front tire is lifted. Despite having AWD with a front LSD, the tire spins and hops slightly depending on the traction. The hopping feels like shuddering.

 

No. The ACD is always a 50:50 split. It tells the front and rear diffs what speed to lock at.

 

No. Imagine your front tires are on pavement and your rear tires are on ice. If your diff is open, the rear tires will spin and your front tires will barely help pull. This is because without traction, the engine can't apply much torque to the rear wheels because they just spin freely. Because the diff is open the front wheels get the SAME torque, which is almost nothing so the car has a hard time getting going. Now imagine the same situation with a locked center diff. The car applies more torque to the wheels with traction and easily accelerates. Therefore, the whole idea of a limited-slip or locking differential is to apply more torque to the wheels with traction than the wheels without traction. Thus the only time the torque is 50:50 is when the diff is unlocked or when the traction of the tires is equal.

 

so when my new 69 mustang with an open dif left only one black stripe I should have demanded a refund?..an open dif feeds power to the point of least resistance PERIOD...now if your hydralic ecu is noting the wheel speed diferential and starts locking the open dif the car will pull using the front wheels as the dif locks up......PLUS most if not all torque spliting locking difs(torsten helical style) require some torque on each side before locking. dont believe me? watch any torsten dif miata spinning the inside rear tire during hard cornering after lifting the tire off the track and converting their "locked dif " into an open one in the process...and finally clutch type lockers which do nothing but wait for the torque input then they LOCK both axles into ONE...unit....this lockup can be force, wheelspeed or hydraulic/electronic driven, but once a clutch type is locked up it is no longer a "dif"...(and why we use them on race cars....) and also why locked dif cars over steer faster...

 

i agree with robi, in a open diff situation if one tire sits on ice and the other on dry pavement, the 1 tire in the ice has almost no torque going to it because there's no friction with the ground. If the diff is 100% locked, both wheels have the same amount of torque applied therefore they spin at the same rate, however only 1 wheel contributes in pushing the car forward. That's the whole purpose of the locking diffs

 

Wrong. Your statements violate Newton's laws.

If you apply the same torque to two wheels with different traction, they will NOT spin at the same rate. If you spin both tires at the same rate (locked diff), the torque applied must be different if the traction is different.

 

hhhmm, I think you might be right now that I thought about it more, you need resistance with the ground in order to have torque. I stand corrected

 

Bringing this thread back up.
I was out at Gateway in St Louis this weekend and was able to duplicate this scenario every lap when I had a passenger with me. Oddly though; not by myself and it happens when trying to turn back to the right (turn 4).

I now run my rear swaybar on full stiff and run 255 RA1's. I'm assuming the wheel is lifting in the rear???

 

i think i've felt the same thing while hitting abrupt tight corners on the street. the car almost kicks you back through the steering wheel. severe torque steer from lifting the front inside tire?
i haven't thought or gathered enough about the mechanics of the lsd/acd system to have any idea of what is happening.
i have a stock mr suspension, am i getting enough roll to lift the inside front?

 

Update.

I'm pretty much convinced my issues are with a low fuel tank. If I go out for a session at even a 1/2 tank; that's too low. Must be a lot of sloshing going on when I'm turning!