Why don't Land Rovers come with a pair or even a set of three limited-slip diffs?
-- Regards. Mark.(AKA, Mr.Nice.) ___________________________________________________________ "To know the character of a man, give him anonymity" - Mr.Nice.
I'd guess becasue in Land Rovers judgement the benefits do not justify the cost, and limited slip diffs to have their down side when used on road. Overall, I'd say Land Rover have it right, they are available if one really needs them, but for the vast majority of users they are not really required, Land Rovers other tricks (very good axle articulation, engine torque in the right place, appropriate gearing etc etc) do the job just as well in most situations.
Richard
On or around Mon, 16 Feb 2004 12:34:28 +0000, richard.watson enlightened us thusly:
The 4-speed auto RR has a slippy-diff in the middle, with the chain-drive transfer box. I reckon it contributes to tyre wear on the road - in a tight turn on gravel, mine spins the inside back wheel if you put yer toe down. And that's without a LSD in the back.
The 4x4 ford has one in the rear axle as well, which makes it damn-nigh unstoppable on slippery stuff, but I daresay it increases the tyre wear still more. Having said that, I rather fancy one in the back of the 110, even so, 'cept they're considerably more than beer money to buy...
...which is probably another reason they're not standard.
Coz it's fun watching ppl with LSD's and lockers get stuck where your LR has just gone without them? :D
justify the
torque in the
chain-drive
It hasn't got a LSD in the middle, it has a viscous coupling and yours is probably past its best.
damn-nigh
LSD's in the back axle are almost useless in slippery stuff and they don't increase tyre wear either thankfully. They are just useless.
Huw
Its even more fun watching them trying to climb a tricky ascent, engine screaming, wheels spinning, axles tramping and the odd blown diff - once the smoke and queue clears you drive the obstacle with no drama, quietly letting the engine torque crawl you over the terrain, reach the top and turn your locker/s off and drive away..........very satisfying!
Lee
On or around Mon, 16 Feb 2004 17:57:41 -0000, "Huw" enlightened us thusly:
viscous coupling, LSD, all much the same thing. What it *hasn't* got is a locking diff or a free diff.
Granted, there are other types of LSD. But a viscous-coupled diff is a form of LSD.
as to past it's best, I don't it's history before I had it. I do know it "grips", whether it's as free as it should be is a moot point, but I don't think it's seized either, or it'd get windup effects, which it doesn't appear to. It only spins that wheel under provocation on gravel at low speeds, so I don;t think it's far wrong.
On or around Mon, 16 Feb 2004 17:57:41 -0000, "Huw" enlightened us thusly:
rather depends. They're quite handy if one side of the vehicle is on the slippery... park my ford with 2 wheels on the grass and it takes off with minimal slip even if provoked.
As long as there is enough resistance under both wheels. I have a variety of vehicles with and without LS rear axles and find LS diffs a totally useless feature.
Huw
Not the same at all. LSD needs resistance under both wheels to work while a viscous coupling will work consistently even with one wheel in the air.
They are technically different and this results in a very different result. LSD's have clutch packs each side which are forced to lock by thrust resulting from more torque being transmitted one side compared to the other. It works relitively suddenly and most often not at all. It will not work when one wheel is not in contact with the ground and is fairly useless in very slippery conditions. LSD works best in dry, high grip conditions such as encountered in Summer on rocky trails.
doesn't
At low speeds there should not be enough difference in the propshaft speeds to cause the viscosity to alter and thence the diff to stiffen. From this I conclude that your VC is US, or nearer to shagged than healthy.
Huw
Huw posted ...
I think they're pretty useful in high-grip situations. We ran one in an single seat racer once, and the difference in traction off the line and through slower corners where wheelspin normally occurred was very noticeable, and gave us about a quarter second advantage .. but at a high cost .. ;)
For a Landrover I reckon LSD's would have a _very_ limited appeal or use ...
useless.
You have it right in a nutshell. Great in high grip situations.
Huw
Also, my IIa's only have two diffs, and don't need one in the centre.
Alex
that's what
Which model Ford would this be then?
Huw
they are great for the aussie bogans for doing their circlework. makes it far eaiser for you to get both wheels spinning in a burnout than it is with an open diff.
however, from all the litereature i have read, i was lead to believe that an LSD is a general term for many types of diffs. under this category came the viscous-coupling, mechanical clutch ones, and a few others.
sammy.
On or around Wed, 18 Feb 2004 09:58:14 +1100, "samuel mcgregor" enlightened us thusly:
this is my understanding too. However, I'm quite prepared to make the distinction between a viscous-coupled LSD and other kinds. There are several kinds, in fact. Quaife do a clever one.
Hi,
I've got Tru-tracs front and rear in Piglet, and his ability to clamber up things and generally get deeper into trouble has been improved ;-)
He does weigh a lot, which I think helps to get it all locking up (also judicious left foot braking makes a huge difference if trying to lock up the front with lifted wheels). I am of the low down grunt, tickover technique, not the balls to wall rev the nuts off it school...so quite happily pootle up things others have churned with their spinning wheels....
It's all down to technique in the end ;-)
Neil
If this were the case you could use Limited Slip Diff oil [or oil modified for such] in the non clutched types. You cannot. LS diffs are a distinct type of partially locking diffs that use clutches. The other types are quite distinct and are not called LS diffs otherwise confusion would reign :-) They are described by whatever type they are. As a type they are called locking or partially locking diffs, generally with a description of their build type, be it 'self locking' 'Torsen' 'viscous' or 'mechanically locking'. I believe I run pretty much every type including 'clutch pack full locking' apart from Torsen, which used to be in my Audi. Not sure what is in the X5. Oh and I no longer have a 'no-spin' self locker.
Huw
Austin's got an XR4 of some flavour ...
On or around Wed, 18 Feb 2004 20:42:48 GMT, snipped-for-privacy@dev.null (QrizB) enlightened us thusly:
aye.
Official title is "2800i ghia estate", but under the skin it's almost-identical to an XR4x4. Only thing that's different is the rear suspension layout, and that's 'cos it's an estate.
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