![]() ![]() ![]() Other designs feature locking mechanisms that cause unwanted and potentially inconsistent operation, giving the drive one more thing to correct or compensate for while driving. Nothing to "slip" during bias changes or weight transfers. The strength of this unit is also superior since it's a clutch free, gear operation differential. Road Racing: The diff favors the outside wheel, reducing inner wheel spin, allowing the driver to accelerate earlier.This diff operates in an ideal manner under any driving condition: Just collect 2k worth of 6-speeds and get handy swapping them. Current status: 6-speed box.maybe the quaiffe sequential or the PAR 6 speed gearset (6k). All the power in the world doesn't mean anything unless it can be applied. Search for the gearbox alternatives thread on.It's a bit like training for a marathon and then competing on one leg (hence the term pegleg differential). It does this more consistently than a factory LSD, allowing you to roll into power earlier when exiting a corner.įor those of you running any sort of power adders or our own Fab9 EFR Turbo System, this unit is a MUST. It mechanically reacts which wheel has the most grip or resistance and biases power to that wheel. With the factory LSD, power is lost when the cone style LSD washes between your rear wheels in a method that seems unintentional and sloppy.Īs you might understand, an open differential transfers power to the wheel with the LEAST amount of grip (the path of least resistance). With the factory open differential, power is lost when wheel spin happens. This Quaife unit powers both drive wheels under all conditions, instead of just one or a combination of scenarios where one wheel is favored. Instead Mazda cut some costs here by running a Tochigi Fuji Sangyo unit. The factory LSD is not a Torsen style differential like the previous generations. ![]()
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