LSD question

[assassin10000]

Some answers - possibly.

NickBW Wrote:Clues:

Quote:The 1.5 distribute positive lock stronger under acceleration than when decelerating. The 1.5 way can provide more forgiving balance when braking than a full 2 way setup, although it is less effective for true racing applications, it provides easier operation for beginners in throttle off conditions. It is also effective for front drive cars which need extra stability during braking.

Whahahahahaha..WHY is it less effective for racing..neutral balance is not needed for racing? BS and hearsay.
1.5 way better for FWD? Why? I don't get that remark at all..Why would an FWD car need locking action during braking?

Perhaps the 2nd sentence should say more forgiving balance under ENGINE braking.

In a FWD application most of the traction and car control is in the front wheels, with a 2 way application you will have issues with car control in a FWD vehicle. There are a few good articles that I've come across describing the reasons why, I just don't remember where I got them from.

domi Wrote:Yeah, NoHachi basicly oulined my quiet irritation on the matter. My experience is mainly [or should i say 'solely'] race sim based. I have an idea of how and why each of them works, but i'd love to see it worded properly so i can find answers to some of the questions i'm looking for. One of them [NoHachi already mentioned] is why on Earth the 2-way diff considered the best for racing applications when it appears everywhere as hard to use and understeer inducing in engine braking procedures. It is true that most sports mainly use straight line braking [or as NoHachi said it running schoolbook lines, if i got it properly], but there are always tracks in which you cannot draw a straight line for losing speed - then the 1.5/1-way should shine, but they still go at it with 2-way and make their best times. Something just doesn't add up. If anyone was to find a proper explanation, please post.

Here's my observations on it.

1-way engaged only on acceleration, unlocks on decel - could lead to potential spins due to throttle changes mid-corner. But still better overall traction than open. (good for drag racers - most common for OEM equipment)

1.5-way engaged on accel, partially engaged on decel. More predictability than a 1-way during cornering, but less harsh with drivetrain shock due to throttle control irregularities. (jerking / not smooth inputs). Better suited to learning drivers or cars with harsh reactions & rear-end snap/sudden oversteer due to throttle input changes mid-corner. (Best suited for cars with twitchy rear ends or FWD vehicles due to the nature of a FWD vehicle.)

2-way fully engaged under accel & decel, but still allows a LIMITED amount of slip allowing for the best traction (or when drifting, control of lack of traction) to an experienced driver who knows, understands and is able to use the additional traction and smooth enough with his control of the car to push it to the limit. (not recommended for inexperienced drivers on slick surfaces, or FWD vehicles)

EDIT: I think I've posted this before, for some reason I have a large feeling of deja vu... But it probably wasn't here (maybe c4ag?)

Also, in response to:

Quote:is why on Earth the 2-way diff considered the best for racing applications when it appears everywhere as hard to use and understeer inducing in engine braking procedures.

A 2-way is NOT understeer inducing off throttle.

A 2 way is:
Understeer inducing on accel (on-throttle)
Oversteer inducing on decel (off-throttle)

Andrew