What?

 

LoL.......

-j

 

I did that with my last car. It was a brand new Mazda 3. Took me a couple of weeks but I got the hang of it.

 

...and?

 

and also: I think the stock VLSD is considered to be a 40% lock or 35% or something. it's ridiculously low.

my point, to not cause more ill feelings (I am too sarcastic sometimes and I see you reading this thread) is that by simple physics (math? I don't know) you should know that even at 60% lock, the wheel speed difference in those situations you are describing would exceed the lock threshold and cause the LSD to lock up. If you installed the Nismo as it comes in the packaging... it is set to 80% or above I am pretty sure. if you actually rearranged the clutch plates before you installed it and *think* you are at 60%, you could also be right... I don't know of a way to test lock up. But you would need to have a, like 20-30% lock (just a guess, don't hold me to it) to not have this problem, and even then in certain low speeds (parking the car) you would still encounter it... or swap to a Viscous unit that doesn't act this way.

I personally love it. except when it makes me stall when I am not paying attention.

I hope that more clearly illustrates why I was dismissive.

 

so..umm...what happens when you throttle thru a turn and letting off?

 

Anyone have a diagram how a car would behave with a 2-way vs. 1-1.5way LSD around the apex? I can't picture how the 'tuck' relates to the path of the car between the 2 LSD's.

 

Ok,

You could trace a path for the front tires, and trace the path of the rear tires. If the angle of the turn is forcing the outer rim to turn at a faster rate than the inner rim (visualize using your hands) once the lock ratio is met, we will use a 20% difference, the LSD locks both sides together until the rim speed is under the threshold.

Under the action of an lsd, the car resists turning because both rear wheels want to go the same speed so the front tire angle would be larger than if the car had an open diff causing understeer.

With a 1 way lsd, the lsd disengages when you let off the throttle since it is accel only so when you let off, the LSD disengages, unlocking the rear exles from each other and the car's rear tire angle can then tighten because there is a greater allowable wheel speed different, which reduces the understeer, tightening the line.

So if you letoff around the apex, your line would get tighter because of the reduced 'push'.

With a two way the diff, it never disengages unless you disengage the transmission so letting off would not affect the diff locking since it works on accel and deccel forces.

comments? edit: cleaned it up a bit.

 

There is my answer. Thanks Jason. I already knew how the Nismo works except a couple of details but I didn't know much about vlsd's.

As for the Nismo (correct me if i'm wrong): There is no way that one tire will spin more than the other after it locks. The only thing we can control is when it will lock. Is this right?

 

You could've said that since the beginning instead of acting they way you acted. Anyway, back to topic...

If mine is set at 60%, is it supposed to lock if I give the driving wheel only 1/4 of a turn driving around the city? I can hear it disengage at, say 35mph, when I let out the throttle giving it only 1/4 of a turn to the driving wheel. Is this normal at 60%?
I know speed doesn't matter but it's more noticeable at low speeds.

 

I could have, but as I said I wasn't originally talking to you. and I was being an *******, sorry. To answer your question:

- No LSD allows independent axle rotation once the lock threshold is met you are correct.

- You cannot control any of this once the diff is installed, except when building the pumpkin. The preload adjustment on the Nismo allows you to tighten or loosen the action so the easiest way to try and alleviate the harsh lowspeed action, adjust this to the softest setting to see if it helps. The instructions detail this procedure.

*I don't really know what you mean by 'set at 60%' if you want to clarify that. but assuming you mean you setup the internals to a 60% lock:

- If it happens when you let off the throttle, under throttle a 1 or 1.5 way diff is active and when you let off the gas (deccel) it disengages causing the clunk . if you kept your foot on the throttle you would probably hear the tire thumping a bit. that means your diff is activating at that steering angle. I can't comment if it's at 60% lock without more details, but it's def. activating under the conditions you described.

what angle your front tires are at depends on if you have the variable steering... the car could be giving much more angle than you think because of the variable ratio (turns to lock). if you could give me a diagram of the turn you are taking we could probably work out what angle your front tires are at and figure out the % difference that it is forcing the rear axles to move at and get a good estimate. at a 60% lock, you are allowing a 40% difference in axle movement.