Ford racing IRS loaded differential housing 3.55 for EB Mustang

[ElAviator72]

The PP comes with a Torsen Diff
How does this diff compare to the Torsen?
I never heard of the Traction-Lok Diff being a option from the factory

Might be the Ecoboost PP or the non-PP 3.55 diff. The ecoboost PP comes with a limited slip 3.55 (but not a Torsen diff) ;)

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[stealthfrc]

now if they would only offer it with 3.31 gears :(

 

[gsxr1300]

Got one with 3.31's

 

[stealthfrc]

Ooooo where at? Iron case?

 

[Fast64ranchero]

One thing you will have to do is swap out your yokes The GT has a larger yoke than the EcoBoost.
PS there is one for sale for half that price in the for sale section

 

[gsxr1300]

The link i posted was for a pumpkin with the Torsen and 3.73s the trac-lok 3.55 are 800$ new

 

[AmiNo]

Is this a direct replacement for the 3.15 gears? Do you need to change anything else?

 

[Fast64ranchero]

Is this a direct replacement for the 3.15 gears? Do you need to change anything else?

It is for a GT, if you have a EcoBoost you have to swap the yokes.

 

[EXP Jawa]

The PP comes with a Torsen Diff
How does this diff compare to the Torsen?
I never heard of the Traction-Lok Diff being a option from the factory

All Mustangs comes with the Traction-Lok differential with the exception of the GTPP cars, and GT350. That's been the case for quite a number of years - so it isn't an option. Its standard equipment.

Regarding comparing the Traction-Lok and the Torsen, that's been discussed a bunch of times, but I'll recap.

Traction-Lok uses clutch plates and a preload spring to resist wheelspin and bias torque. It has a torque bias ratio (TBR) of about 1.8:1, but its friction properties are largely constant regardless of conditions. The Torsen uses helical gear thrusts to generate friction. This allows it to build friction with input load; thus high wheelspin resistance and torque transfer under throttle, but low resistance with no load.

Torsen (for S550 GTPP) has a TBR of close to 3:1 in drive mode (on throttle) and about 2:1 in coast (reverse/compression braking). This combination allows the Torsen to put a lot of power down at corner exit while being minimally intrusive at corner entry. With the Traction-Lok, you have a fixed amount of resistance, which limits putting power down, and preload that has to be overcome at turn-in. OTOH, that preload does help some in extreme situations where one tire is unloaded. With the Torsen, if one tire becomes completely unloaded, it will spin. So, it is necessary for the chassis to be able to keep the tires on the road.

Also, in this specific application, the Torsen was designed for a higher torque rating than the Traction Lok was. I know there are various schools of thought on this topic, but in this case, Ford specified that the Torsen be able to handle greater torque & impact loads than the Traction-Lok. Their intent fromearly on in S550 was to use the Traction-Lok with lower stressed applications and the Torsen in high-torque models (or models more likely to see competition).

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