Quote:
Originally Posted by mark christopher
10th and 8th ic run then... so they should not be weak?
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It's a question of how the power is made up, not the absolute power.
Power = torque x revs. Strength of the system is a function of torque. Gas cars get their power through revs, so their systems can be smaller than electric cars, who get their power through torque. It doesn't follow that a system that works in a gas car will work in an electric car.
A Veyron has twice the power of a 38 tonner, but if you put the driveshaft from a Veyron in a Volvo truck, the Volvo would snap it with one lift of the clutch! All that luvverly torque...!
This is a great thread, full of interesting information. One thing I would be interested in is how you guys measure the torque limiting capability of the various diffs, and how you measure the percentage of lock-up. If this area is well understood, you'll be making good progress, and I'd love to apply your calcs to a 12th diff!
As for Torsen diffs, I doubt they could be engineered into the space provided. However, a smaller version of the Ferguson fluid clutch diff should be possible - imagine a Losi Hydra slipper scaled down and popped in a diff and you get the idea. A clutch-based LSD would also be possible - imagine a PTFE slipper clutch popped in the diff to give you adjustable amounts of limited slip.
If Cecil Schumacher is still up for a challenge, he could make a second living with a proper LSD for On- and Off-Road!!