Assuming I've optimized my driving technique, would I be correct, when
looking at my teldata, to assume that a spinning inside wheel, mid corner,
under steady throttle, needs a tighter coupling in shaft speed difference? A
spinning inside wheel at exit needs to use input torque to couple it?
If the majority of important corners are entered on slightly decreasing
throttle, would I allow a more open coast side input torque? But close it if
I'm shutting down more abruptly? What about coast side shaft speed?
I guess the question would be, what do I look for when adjusting both the
power and coast sides of the diff?
--
"Racing! - Science for the action minded."
mark
mark jeangerard <[email hidden]> wrote in message
news:70ai7.135658$[email hidden]...
> Assuming I've optimized my driving technique, would I be correct,when
> looking at my teldata, to assume that a spinning inside wheel, midcorner,
> under steady throttle, needs a tighter coupling in shaft speeddifference? A
> spinning inside wheel at exit needs to use input torque to coupleit?
Depends... it's possible that a totally locked diff will cause inner
wheelspin, since the inside wheel needs to travel more slowly in very
tight corners. Compare the actual wheel speeds, rather than slip...
If it really is spin, then yes, more drive ramp will lock the axle up
as you put the power on.
> I guess the question would be, what do I look for when adjustingboth the
> power and coast sides of the diff?
I'm basing this purely on GPL experience but:
- coast side is a compromise between stability under braking (more
lockup) and turn-in under trailing throttle (less lockup)
- drive side is used to control the power-on oversteer, and is a
compromise between sufficient turn-in in fast, flat-to-the-floor
sweepers and controllability exiting first- and second gear corners.
Note that there's a region under light (~balanced) throttle where the
lockup promotes understeer, before the power oversteer arrives, and a
steeper drive ramp might make this more of an issue...
HTH,
Jonny
