Our original intentions with the Third Gen design were to retain a preloader design similar to the one in our Second Gen LSD. But in analyzing the failures over the last 15 months, we were able to engineer a completely different approach that should prove superior to the current design. It will now be physically impossible for the preloader to shift or ‘walk’ out of place, which has led to cases of differential destruction in the past.
So at this point our Third Gen LSD effectively addresses all four of the previously known weaknesses of the Second Gen design:
The new custom built pinion shaft is made from a material with much higher sheer strength and better finish than ever before. We're using hardened steel, such as C1541 steel and 4037 and 4140 alloy steels. Rockwell hardness measures C47 to C58 and single shear strength is 130,000 psi. This should completely eliminate the possibility of the shaft bending, as we’ve seen previously on some of our highest horsepower cars.
The preloader pins that were too short early on have been eliminated completely as part of an innovative new preloader design. The preloaders will no longer be able to disassemble themselves over time as the clutches wear.
The bronze bushings that were wearing excessively have been replaced with sealed roller bearings. There will be no more bronze particles in the tranny pan, and the spider gears can no longer seize to the pinion shaft if you get into a one-wheeled burnout situation.
The preloader has been completely reengineered to eliminate the possibility of it shifting or ‘walking’ out of place. This will keep the preloaders from getting digested by the spider gears, and regurgitated via the extension housing.>from intense web site
so do you read it like I do, the gen 2 revised diff is still a POS? Plates are the old design, and will eat sht up.
:angry:
So at this point our Third Gen LSD effectively addresses all four of the previously known weaknesses of the Second Gen design:
The new custom built pinion shaft is made from a material with much higher sheer strength and better finish than ever before. We're using hardened steel, such as C1541 steel and 4037 and 4140 alloy steels. Rockwell hardness measures C47 to C58 and single shear strength is 130,000 psi. This should completely eliminate the possibility of the shaft bending, as we’ve seen previously on some of our highest horsepower cars.
The preloader pins that were too short early on have been eliminated completely as part of an innovative new preloader design. The preloaders will no longer be able to disassemble themselves over time as the clutches wear.
The bronze bushings that were wearing excessively have been replaced with sealed roller bearings. There will be no more bronze particles in the tranny pan, and the spider gears can no longer seize to the pinion shaft if you get into a one-wheeled burnout situation.
The preloader has been completely reengineered to eliminate the possibility of it shifting or ‘walking’ out of place. This will keep the preloaders from getting digested by the spider gears, and regurgitated via the extension housing.>from intense web site
so do you read it like I do, the gen 2 revised diff is still a POS? Plates are the old design, and will eat sht up.
:angry:
