For those with PP GT, how's the Torsen diff?

[Kep4]

You win the Thread Miner Award for the day!

Sponsored

 

[BlueCollarDaily]

You win the Thread Miner Award for the day!

Awesome any info on the subject I dug up?

 

[Kep4]

Well, when I exit a driveway with a somewhat steep angle of departure and the rear end is 'torqued' by flexion, the Torsen unlocks so my GT won't move until I depress the brake pedal, just like a limited slip diff. I'm pleased with the overall performance of the Torsen (so far) and will put that to the test this Sunday at Auto Club Speedway dragstrip. Hopefully it hooks, shits n gits!

The Detroit Locker in my Super Duty clunks and bangs on some turns, but it is always applying power to both rear tires no matter the situation. The Eaton E-Locker in the front diff of my Super Duty operates in the same manner as the Detroit Locker. A Detroit Locker is too rough for my GT and there is no E-Locker available... yet.

I've never used an actual clutch-type LSD diff and never will.

 

[BlueCollarDaily]

Well, when I exit a driveway with a somewhat steep angle of departure and the rear end is 'torqued' by flexion, the Torsen unlocks so my GT won't move until I depress the brake pedal, just like a limited slip diff. I'm pleased with the overall performance of the Torsen (so far) and will put that to the test this Sunday at Auto Club Speedway dragstrip. Hopefully it hooks, shits n gits!

The Detroit Locker in my Super Duty clunks and bangs on some turns, but it is always applying power to both rear tires no matter the situation. The Eaton E-Locker in the front diff of my Super Duty operates in the same manner as the Detroit Locker. A Detroit Locker is too rough for my GT and there is no E-Locker available... yet.

I've never used an actual clutch-type LSD diff and never will.

That's exactly what I need to know, would you please come back and remine Haha this thread after that? I'm new to s550 and Ford in general but I've had a 9 inch in my 67 Camaro I've owned for almost 30 years anywhere from 700hp to 1200hp, since the factory 10 bolt broke...I run a Ford racing locker my god... 18-19 years...and recently went to the aftermarket 6 pinion torsen and its smooth as silk.....My street load out had been around 900-1000hp 4l80e OD using standalone engine and trans controllers...but that torsen applied power, with it being the only change, so smoothly I was able to up the power I can stay in my lane at...its so smooth I'll sometimes not be able to tell I'm spinning 400ft...dramatic difference with zero turn clicks ect of the locker....
My 2019 Mustang GT has an Edelbrock Stage 1 but even before its install...I noticed on shifts and at certain sweet points once the rear unloads and powerband comes in it darts HARD to the left like one would if it had a broke axle or traction on one side only...suddenly....adding power just exacerbated it....
So I start studying what I know playing with suspension ect...ballast...then I watched a video of almost all s550s wall planting or growd planting left...One such video was JUST like my car does ( on street in Mexico) it wiggled a bit , wiggled a bit..chirp tires connected went dead straight for a second then HARD left ....besides static weight bias and the effects of loading on an IRS ( New to them as well obviously) I got to thinking man only time I've ever seen or felt that violent looseness was...axles break...one time I popped a freeze plug under heavy n20 and put water under one tire not other...spun me out faster than I could even think and I was young then.....one time was trans fluid...but in each example I thought of over 30 years with me and friends...when a car got that out or sorts after being connected....it was something that took traction from one tire or another.....
It seems to me on my journey to learn an entirely new platform why not start with a torsen upgrade ( I love it in my high horse car this one is only bit over 700flywheel what 730ish) where at least I KNOW both wheels are mechanically locked and delivering equal power THEN work on IRS and suspension.....so I went looking why people dont use them more often in s550...
It's one of the best changes I ever made to my 67...I'm thinking, and I don't know, the center section is still 8.8 sized everything right? Why not a good aftermarket one and add axles while I'm at it so labor once?
If I'm way off base let the old man know please.....
Thanks

 

[Grintch]

I agree. Mine is as quiet as a church mouse. I hear nothing from it.

Yeah, I have never really heard anything from it.

One big thing is a clutch type diff can have a limited life. Vorslag killed theirs in just a few track weekends. Wearing out a Torsen would be hard to do. Think wearing out your transmission verses wearing out your clutch.

 

[BmacIL]

Yeah, I have never really heard anything from it.

One big thing is a clutch type diff can have a limited life. Vorslag killed theirs in just a few track weekends. Wearing out a Torsen would be hard to do. Think wearing out your transmission verses wearing out your clutch.

Mine is pretty toast...more inside wheelspin than in the previous 4 years. Good thing I have a 1000 mile 3.73 torsen pumpkin waiting for me to install in my garage.

 

[Guarded15]

I've just finished reading Top Gear article on the GT and they kept ranting on the Torsen diff being too noisy, too "loose", too gruff and rough at street pace.

Whoever at Top Gear wrote that is on drugs. Torsens have been a premium factory option on many street sports cars for over three decades now. Before Audi started cutting costs, they were used as the center differential in their AWD cars. They provide instant performance and are extremely refined.

The one thing nobody has mentioned here is that they only "lock up" as a ratio. Which is to say that if one wheel has zero traction, they become an open diff. This is a downside for snowy climates and why they are not used for off-road applications.

 

[JohnVallo]

To clear-up a little misconception about the Torsen' Diff , here are some facts.
The video in the post above, and actually the one found on the Torsen' web-site, "Torsen Differential How It Works ?", is referencing a Type 1 Torsen'. In the Type 1 Torsen', the spiral gears run perpendicular to the axle, In the Type 2 Torsen', the spiral gears run parallel with the axle.
Ford uses a Torsen', type 2 (T-2R) in it's Mustang PP, and Shelby GT350 2015 & up vehicles.
This T-2R Torsen' unit is code-named: ‘Peregrine’. It really is built to last a lifetime as there are no service parts available for it.
In the Ford Service manual it specifically states that the Torsen' is serviced as a unit.
Ford does not manufacture these diffs, they are made by a corporation named JTEKT.
The Torsen' registered trademark refers to the "Type/Design", (i.e. Brand Name) of differential it is.
There are really no 'gears banging against each other', within the Torsen'. The T-2R consists of 10 tightly coupled spiral gear shafts, with very, very little free play between them.
Concerning the fluid spec: JTEKT specifically leaves the gear-oil recommendation for the Torsen' up to the Car-Manufacturer, in this case Ford.
Ford recommends the Torsen' to use the same gear-oil spec as the Traction-Lok, including the friction modifier.
There are basically 24 parts to this T-2R Torsen Diff.
Here is a picture of one I recently had apart. I have had several of these apart (varying from 2k to 35k miles), and they all seem to have very little wear, and look almost new.

For more information on this unit see:
https://torsen.com/product/ford-super-8-8/
**NOTE: the 'Peregrine' shown at the web-site state that it has 6 planet gear sets, all the ones I have had apart have 5 planet gear sets (10 planet gears in total).

 

[Kep4]

Some info from the Torsen website regarding operation, lubrication, and heat generation.

Get your favorite beverage and a snack and enjoy: https://torsen.com/category/maintenance/

Sponsored