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Please take me off the list. I did some thinking and would rather do this after the warranty expires, since it will undoubtedly void the warranty.
Done that, sorry to lose you for the moment.
Ask Ken (K-ManS) maybe re: warranty issues? About the legality side for sure
Again unless you have a catastrophic gear box blow up, the part in question is passive and wouldn’t be seen. I’m sure if I had any sort of ‘problem’, I would change out the diff for the standard unit before it went back anyway.
Please take me off the list. I did some thinking and would rather do this after the warranty expires, since it will undoubtedly void the warranty.
FWIW, IMO unless it's the diff that fails, I doubt the service department will even know it's there. Even if they do know, at least my local dealership doesn't seem to have any issues with warranty issues (granted mine have been pretty minor) and the fact that I have been using the car on the track, or have a LSD (a Farnbacher/Loles unit) installed. I don't know about the track, but its been pretty damn handy in all the snow we've been getting in Denver lately http://tinyurl.com/yadqdl
LSD - Limited Slip Differential
A limited slip differential (LSD) is a modified or derived type of differential gear arrangement that allows for some difference in rotational velocity of the output shafts, but does not allow the difference in speed to increase beyond a preset amount. In an automobile, such limited slip differentials are sometimes used in place of a standard differential, where they convey certain dynamic advantages, at the expense of greater complexity.
The main advantage of a limited slip differential is found by considering the case of a standard (or "open") differential where one wheel has no contact with the ground at all. In such a case, the contacting wheel will remain stationary, and the non-contacting wheel will rotate freely– the torque transmitted will be equal at both wheels, but will not exceed the threshold of torque needed to move the vehicle, thus the vehicle will remain stationary. In everyday use on typical roads, such a situation is very unlikely, and so a normal differential suffices. For more demanding use however, such as driving off-road, or for high performance vehicles, such a state of affairs is undesirable, and the LSD can be employed to deal with it. By limiting the velocity difference between a pair of driven wheels, useful torque can be transmitted as long as there is some friction available on at least one of the wheels.
To see the installation of a LSD style unit Click Here -> Article Forthcoming Stay Tuned
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My understanding on percentage lock up is as the following:
Because the differential is NOT a plated (clutch type) differential, but a gear drive that it transfers the power seamlessly to the wheel with the most resistance. So when a wheel starts to loose traction, again seamlessly, it puts the power through the wheel with most grip. Hence why it called a Automatic Torque Biasing (ATB) Differential. Of course the disadvantage of the set up is should you lift a wheel of the ground you will loose drive That is when and where a plated diff will have an advantage by totally locking, but the maintenance costs of this type of diff can be high (re-shimming/changing plates etc) and the click click click of the diff working on any turn, I’ve always found to be annoying on a road car.
Therefore you don’t get the percentage acceleration/deceleration figures as such because it’s variable throughout it’s range, and will only transfer the torque when one wheel starts to loose traction
I’m sure somebody can explain the concept better …any takers??
I just know when I’ve used this type of diff in the past (be it FWD RWD or 4WD) that is worked well and done what it says on the tin !!
TBD - Torque Biasing Differential
With an ordinary open differential, a lot of precious power is wasted during wheel spin under acceleration. This happens because the open differential shifts power to the wheel with less grip, along the path of least resistance. The torque capacity of the TBD/ATB unit is increased or decreased by varying the helix and pressure angles of the gear teeth. The operation is automatic and the unit is a direct replacement with the stock differential. There are no clutch plates as in more conventional limited-slip designs.
The Torque Biasing Differential or A.T.B., however, does just the opposite. It senses which wheel has better grip, and biases the power to that wheel. It does this smoothly and constantly, and without ever completely removing power from the other wheel. In drag-race style, straight-line acceleration runs, this results in a close to ideal 50/50 power split to both drive wheels, resulting in essentially twice the grip of an ordinary differential.
To see the installation of a TBD style unit Click Here
