Question about differential, Pass roll bar.

[CHANMADD]

The sideshaft design has nothing to do with the operation of the LSD. The Jag is the Salisbury type with a clutch pack like you describe. The Kirkham , as far as I understand and the Shelby uses a Dana Lsd which has a cone clutch. The solid or spicer type sideshafts are going to turn the differential unit exactly the same.
John

[db replicas]

Originally Posted by CHANMADD

The sideshaft design has nothing to do with the operation of the LSD. The Jag is the Salisbury type with a clutch pack like you describe. The Kirkham , as far as I understand and the Shelby uses a Dana Lsd which has a cone clutch. The solid or spicer type sideshafts are going to turn the differential unit exactly the same.
John

Oops!
Should have mentioned. I'm only familiar with the Jag diff. But as said above, the type of shafts make no "diff"-erence.

[Ronbo]

Still seems a little funky to me, cone or clutch it's the same forces needed to activate either.Since the slip shafts are intended to allow for wheel travel (grow / shrink with knuckle travel), it would also cause the same action against the carrier as horizontal load shift (taking a turn). Granted one is a brief force compaired to the other.

Even a hard launch would cause a "crouch down" of the rear and activation on let-up, so I can't see a pre-load on the slip shafts of any kind, they have to free-float. Has anyone noticed an inside tire chirp when taking a curve?

Sorry if it seems like nit-picking, but this can easily cause differential heat / failure. Obviously a standard spider gear carrier would not be effected, perhaps this was a compromise on the original sc cars when they dumped the rear leaf spring?

Glad to hear the Pass bar is available, from what pictures I found it looked like a tough add-on to do after the fact. From what I could see each attachment point required added brackets of some kind.

[Ronbo]

Actually there's a way to make it work but it requires fixed output flanges (anchored to the frame) and a "floating differential". The weight of the diff. shifting would disengage the outside wheel clutch/cone.

The more I think about it the more I'm convinced it's not designed right as is.

Not to be a PIA, just want the car to be the best. I have no doubt the Kirkhams do as well.

Actually I take that back, float the knuckles on the A-arm joints (for side to side movement) and switch to solid shafts. The driveshaft forces would effect a floating diff. I'd guess.

[Joe@KMS]

Ronbo,

I don't believe a lateral force being applied to the diff through the axle (or half shaft) is needed to activate or deactivate the limited slip. It sounds to me like that is what you are suggesting???

Check out this website:
www auburngear.com/aftermarket/products/differentials/

Kirkham has used a couple of different limited slip units over the years. We are currently using Auburn units.

The cars do not experience chirping of the inside tires. That would most likely come from a locking differential as opposed to the limited slip that we use.

I am sure that someone with intimate knowledge of how clutch type limited slip diffs work will chime in and help us all understand.

FYI: We are having a great sale today in conjunction with our open house!

[Lew Ledyard]

Originally Posted by Joe@KMS

Ronbo,



FYI: We are having a great sale today in conjunction with our open house!

What is on sale?

[Joe@KMS]

Originally Posted by Lew Ledyard

What is on sale?

Kirkham Motorsports is having a sale on the 427 KMS/SC.

Summit 08 SALE