Clear something up for me about differentials

[Stopsign002]

Ok, so I've heard that to do slower 'showoff' power slides you need a LSD. I've done plenty of faster (25 mph and up) power slides but generally the car doesnt seem to want to loose traction lower than that (though that could be me I suppose). I've also done burnouts, but from what I've gathered when you do a burnout with an open diff only one wheel spins. This isnt what happens when I've done burnouts (according to my friends at least, I've never seen it myself besides the smoke). I guess what I'm asking is how having an open differential vs a LSD changes how the car losses traction. Thanks for any explanation (the more technical the better... Joegr... ). I know thats kinda an open ended question lol, but I'm a little confused

 

[chris2523]

if both wheels see equal traction, an open diff will do a 2 wheel burnout. but if one wheel has less traction, that one will spin only. the ls has a pretty good irs. and as such, the rear wheels probably see pretty even traction in most situations.

the various types of lockers and LSDs just lock the 2 wheels together under power, so you always apply power both wheels. so when you burnout, its both tires. the point of an lsd if to keep from losing traction though, using both tires to their full potential. promoting traction.

the lsd can provide more traction up to the limit, but when you lose that traction, you've lost both wheels, not just one. this can get very exciting in corners... the rear end no longer has much directional control with both tires spinning. like locked up brakes. you can't steer. power slides, swapping ends, etc. (this can also happen on a well set up suspension with an open diff too.)

and if you don't have enough power to break traction, open vs lsd is of course a moot point for the most part.

 

[Stopsign002]

if both wheels see equal traction, an open diff will do a 2 wheel burnout. but if one wheel has less traction, that one will spin only. the ls has a pretty good irs. and as such, the rear wheels probably see pretty even traction in most situations.

the various types of lockers and LSDs just lock the 2 wheels together under power, so you always apply power both wheels. so when you burnout, its both tires. the point of an lsd if to keep from losing traction though, using both tires to their full potential. promoting traction.

the lsd can provide more traction up to the limit, but when you lose that traction, you've lost both wheels, not just one. this can get very exciting in corners... the rear end no longer has much directional control with both tires spinning. like locked up brakes. you can't steer. power slides, swapping ends, etc. (this can also happen on a well set up suspension with an open diff too.)

and if you don't have enough power to break traction, open vs lsd is of course a moot point for the most part.

Awesome. That definitely answered my question. Thank you. Makes sense why its hard to do slower power slides in the LS now (since overcoming the traction of both tires is harder at lower speeds). It seems to me though that it would be easier to control a power slide with a LSD (since both tires are for sure doing the same thing once control is lost) then with an open. Or am I off base here?

 

[chris2523]

It seems to me though that it would be easier to control a power slide with a LSD (since both tires are for sure doing the same thing once control is lost) then with an open. Or am I off base here?

in my mark viii at least, i agree.

 

[Stopsign002]

in my mark viii at least, i agree.

Ok thought so. Thanks

 

[1LoudLS]

its definitely a lot easier to control power slides with a LSD, there is just no consistency with an open diff, you never know exactly what kind of traction your going to get. sometimes you might get both wheels spinning, a lot of times you just get one tire spinning and the tire that is not spinning will keep the car going in a straight line and not allow the rear to kick out. another factor that make it much more difficult in an LS is the limited amount of power especially after all the extra traction you will be adding with rear end work.

a true hand brake would also help the situation out.




but you are definitely correct that you NEED a LSD or locker to do any slow "showoff" burnouts, its just too hard to get respect with a one wheel peel!

 

[1LoudLS]

also if you really want to do show off burnouts, then get a set of line locks for the front wheels! I can never get enough of watching Quik's videos!

 

[Stopsign002]

Lol nice, yeah that would be awesome to have, but I figure LSD would come first. Sigh, wish I was just rich and could do what ever the hell I wanted to this car hahaha. Any idea on what it would cost/how hard it would be to install a LSD?

 

[chris2523]

its been discussed. and done.
for the 8.8 conversion (pretty necessary for gearing swaps), uses some mark parts (8.8 housing), some gen 1 ls parts (28 spline axles and housing cover?), a custom mount, custom driveshaft, and of course your gears and LSD of choice.

for stock gears, and just an added lsd, you can use more gen 1 ls stuff i think.

 

[chris2523]

http://www.lincolnvscadillac.com/showthread.php?t=58979

 

[scjmc]

With my 71 mustang before I put an LSD in it I could do a one wheel peel to about 55mph (after the speedo fell from 80 or whatever it was spinning at). It would go in a nice straight line too. If I burned out in a corner the result would be unpredictable. After adding the LSD the car would launch with violent shudder (an IRS car shouldnt have this problem thanks live axle...) After adding traction bars the LSD burnout launches are straightish and dramatic. Spinning the tires while going around a corner caused predictable oversteer. The more drift looking burnouts if you will. Keep in mind that on my Mustang I have 13 inch wide wheels. The traction bars wouldnt be needed on cars with reasonable tire sizes.

One more thing... I read that the one wheel peel being usually being the passanger rear tire was caused by the action of the pinion gear "climbing" the ring gear shifts some weight to the driver's side, and thus making the passanger tire spin when traction is similar between the two.