Jimmyblue-Torsen
07-14-2006, 08:21 AM
#1
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Jimmyblue-Torsen After noticing my car doing pegleg burnouts, I did some searching, and also posted a question. The first answer I got back was that my rear was on its way out. And while searching I see that is the answer a lot get also.
I think jimmyblue seems to know a lot about the stock 10 bolt torsen unit, and thought it might be a good Idea if he added to the rearend FAQ.
I know, I know, people should just search, but when you do, you get mixed answers, in every post someone says "Your rear is on its way out" and I even saw one thread where a guy bought a new torsen unit thinking it would fix his pegleg burnout problem.
Just a thought?
I think jimmyblue seems to know a lot about the stock 10 bolt torsen unit, and thought it might be a good Idea if he added to the rearend FAQ.
I know, I know, people should just search, but when you do, you get mixed answers, in every post someone says "Your rear is on its way out" and I even saw one thread where a guy bought a new torsen unit thinking it would fix his pegleg burnout problem.
Just a thought?
Originally Posted by jimmyblue
The rough idea is, there are some helical gears
inside it that "climb" outward to the case as the
wheel torque differs. When they come into bind
then they send torque over to the other side.
The bind/stiction is what's going to vary with
diff fluid viscosity and lubricity. Viscosity goes
down with temp.
Other aspect is, your tires. The torque split max
is a little over 2:1 on the stocker (wear & fluid
effects aside). The difference between static
and sliding friction, as axle torque (this being
modified somewhat by things like axle lift reaction
etc.) will only be 2:1. So a tire that has a ratio
of static (sticking) / sliding (spinning) friction of
2:1 or less, will spin both at the limits while any
higher difference in traction will only spin the
first to break free, the biased torque can't put
enough to break loose the second.
Anyway, tire friction / traqction properties also
change a fair bit with heat and it's reasonable to
suspect that their ratio of sticking to sliding "mu"
may, as well. You know they get stickier when
hot, but maybe they also smear easier once
broken free (like warm butter). More mu-split,
no second stripe for you.
But I'm not a pro, just an enthusiast....
inside it that "climb" outward to the case as the
wheel torque differs. When they come into bind
then they send torque over to the other side.
The bind/stiction is what's going to vary with
diff fluid viscosity and lubricity. Viscosity goes
down with temp.
Other aspect is, your tires. The torque split max
is a little over 2:1 on the stocker (wear & fluid
effects aside). The difference between static
and sliding friction, as axle torque (this being
modified somewhat by things like axle lift reaction
etc.) will only be 2:1. So a tire that has a ratio
of static (sticking) / sliding (spinning) friction of
2:1 or less, will spin both at the limits while any
higher difference in traction will only spin the
first to break free, the biased torque can't put
enough to break loose the second.
Anyway, tire friction / traqction properties also
change a fair bit with heat and it's reasonable to
suspect that their ratio of sticking to sliding "mu"
may, as well. You know they get stickier when
hot, but maybe they also smear easier once
broken free (like warm butter). More mu-split,
no second stripe for you.
But I'm not a pro, just an enthusiast....
07-14-2006, 09:25 AM
#2
I don't agree with that explaination (as I understand the explaination).
A torque biasing diff is just that, if one tire has zero traction (up in the air) the other will have zero traction (one will spin in reverse). Oil has nothing to do with it at all.
The Torsen is basically an open differential with a different gear ratio for the differential gears, for example stock open diff allows the two tires to turn different directions easily, a Torsen has gears sized differently to make it more difficult for them to turn in different directions or idependent of each other. (if that makes sense).
They are just helical gears because thats what fits when the side gears need to be as big as possible and the helical gears small to get the ratio.
A torque biasing diff is just that, if one tire has zero traction (up in the air) the other will have zero traction (one will spin in reverse). Oil has nothing to do with it at all.
The Torsen is basically an open differential with a different gear ratio for the differential gears, for example stock open diff allows the two tires to turn different directions easily, a Torsen has gears sized differently to make it more difficult for them to turn in different directions or idependent of each other. (if that makes sense).
They are just helical gears because thats what fits when the side gears need to be as big as possible and the helical gears small to get the ratio.
07-14-2006, 09:39 AM
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well, whoever wants to explain it....
I just think it would be a good idea to have a little write up explaining about the torsen, and if your doing peglegs it doesn't always mean the dif is going out.
I just think it would be a good idea to have a little write up explaining about the torsen, and if your doing peglegs it doesn't always mean the dif is going out.
