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| Next the pinion gears and cross shafts are dropped in. You have to pay attention to which direction you put the shafts in and which ramps you drop them into so you get 1.5 way action in our case. You also put the proper amount of pressure ring springs at this time. |
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| Next drop the second pressure ring in place. Double check the pinion shaft orientation and correct pressure ring ramp position through the windows in the case before proceeding further at this point. |
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| Next the opposite clutch pack is inserted into the case. Two sets of clutches are deactivated on this side as well. |
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| Drop the clutch pack end plate in place. |
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| Then place the end of the case in position. You can see how much preload the pressure ring springs have. |
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| Bolt the case together. The torque doesn't really mater because the ring gear bolts do most of the job in holding everything together, |
6 comments
Thank you for your really excellent explanation of how these components work.
One question: Gear type differentials (Torsen), appear to me to offer perfect distribution of power at all time. They are strong and require essentially no maintenance or replacement of parts.
What is the advantage of the Salisbury clutch type that you chose?
If the car was to be used exclusively on the street, would you have made the same choice?
They work better, torsens are really not that great.
Great write up, what lock rate was selected 60%, 80% or 100% for your build?
A youtube channel mentioned cusco recommended to leave it at 100% and only mess with the spring preload because with lower lock up rates the disc tend to run hotter. is this true?
Hey Mike – would you be able to do a detailed article on LSD tuning in all aspects?
1) Initial Breakaway torque
2) Ramp angles
3) Belleville thicknesses and spring rates
4) Different clutch plate treatments and surfaces
5) Different clutch plate materials (steel/carbon)
6) Tuning with different oils and additives
From the rabbit hole that i’ve gone down, it seems that most people only focus on the initial breakaway torque and that’s it. But having different spring rate bellevilles (cone washers) or stacking these washers also effect the LSD and how it behaves and reacts.
For example, the ATS carbon LSD needs ~250ftlb breakaway torque, but yet it doesn’t cause the wheels to skip/chatter in the parking lot. But a metal LSD with 80ftlb breakaway torque can skip/chatter with small steering input.
Something as simple as removing one of the belleville/cone washers and replacing it with a spacer and setting the same breakaway torque. How will that effect the LSD and driving?
Cheers, Mike
We did a few already, a couple of youtube video too. search is your friend.
We have several, use the search function. Videos too on youtube. We have never tuned an ATS diff before except for drifting and we didn’t like it and ended up going back to a spool.