How differential delivers different speeds when turning

Porsche differential locks Lock limited slip differentials

Dear all,

We have added a new generation of limited-slip differentials to our product range.

Anyone who has dealt with the topic in more detail knows that conventional #locks can cause wheel blockages in the pulling and pushing phase, but also wheelspin. These undesirable properties of a #differential drive are now fully compensated for by our new #locking differentials.

For us it has therefore been mandatory up to now that we do not offer our racing customers any purely dynamic limited-slip differentials such as:
# Torsen®, # Truetrac®, # Quaife®, #Peloquin, #OBX, #MFactory etc. had offered or sold.

Our new limited slip differentials are significantly better than pure ATB limited slip differentials
(Automatic Torque Biasing Limited Slip Differentials) or as purely dynamic locks!

Why is that ?

To understand how our system differs from the other #gear differentials on the market, we need to look at the main problem with #locks, or limited slip differentials. It is the #drive loss when there is no #axle load on a #drive wheel.

There is an #axle load of zero or close to zero when the #drivetrain is not loaded and a drive wheel is almost or completely lifted off. The consequence of this is a spinning of this one relieved #drive wheel. This is where our new #differential locks come into play!

Our differential locks work differently:

The patented #spreading device in the middle of the differential reacts under precisely these conditions when an #axle load of zero or close to zero occurs. Then the axles (and thereby each side gear in the differential) begin to rotate at different speeds. It is precisely this #speed difference that causes the # special spreading system to come into action and compensate for this enormous disadvantage.

The precisely constructed wave profiles are attached to a side wheel with a suitable preload hub. As the two side gears rotate relative to each other, each shaft surface rises on top of the other, causing them to move apart.

As a result of this pushing apart, sufficient internal load is generated very quickly to stop the existing # zero axle load state.

The state with no axle load is stopped and the #drive torque is applied to the wheel on the ground (the grab wheel).

Almost all # gear differentials are based exclusively on # preload springs in order to counteract a loss of drive. The downside is that you can't add enough preload to prevent loss of drive without causing tremendous handling and wear problems in the lock at the same time.

In order to avoid these problems, the preload of normal spring assemblies must be reduced to a level that makes it ineffective, in order to prevent a loss of drive.

Our system is the only differential on the market that can automatically add and relocate more load if necessary.

If both wheels are now on the ground during # axle load zero, e.g. before a # braking deceleration or curve, then our system can prepare the # drive train so that it stops.

For you as a driver, this means that the power is transmitted longer and more consistently to the drive wheels and thus to the track, which makes you significantly faster compared to other vehicles and also improves the # stability enormously.

Our locks with their new # spreading system and the # innovative # functions,
clearly improve the performance of your sports or racing car!

Carbon preload plates, you won't find such a solid system in any other lock in the market.

Our limited slip differential is supplied with # carbon fiber preload plates as standard to ensure optimal #performance and a long #lifetime.

With all other # ATB-LSDs from other manufacturers, the # helical gears run in the differential housing. This means that the gears and housings abrade themselves, which in the long run leads to inconsistent performance and high wear.

If required, e.g. for extreme demands, # interchangeable plates made of materials with different # friction coefficients for # fine tuning of the # preload ratio are available separately.

For most areas, however, the carbon plates supplied as standard are sufficient.

These carbon preload plates provide mechanical tuning of the differential response to the function of the applied torque load. The torque load introduced is expressed as an axial load from the differential pinions into the housing.

This introduced axial force is regarded as the "normal force" in the preload plate and, as a function of the effective coefficient of friction, provides a drag torque for the rotational movement of the differential pinions.

We deliver our locks for the following Porsche vehicles:

Porsche 911 year of manufacture: 1965 - 1968 (# 901 gearbox)

Porsche 911 year of construction: 1969 - 1974 (901 - # 915 gearbox)
Porsche 914 year of manufacture: all
Porsche 911 year of construction: 1987 - 1988 (G 50 gearbox)

Porsche 911 - 930 Turbo Year: 1974 - 1977 (# 915-18 gearbox)
Porsche 911 - 930 Turbo Year: 1978 - 1986 (# 915-43 gearbox)

Porsche 911 - 930 Turbo year of construction: 1978 - 1988 (915-43 gearbox)

Porsche 911 - 930 Carrera & Turbo Year of manufacture: Until 1989 (# G50 gearbox)

Porsche 944 year of manufacture: all

Porsche 968 year of manufacture: all

Porsche 911 - 964 Year of manufacture: All
Porsche 911 - 993 Year of manufacture: All
Porsche 911 - 996 Carrera Year of manufacture: All
Porsche 911 - 996 GT3 - GT2 Year of manufacture: All
Porsche 911 - 997.1 Year of manufacture: All
Porsche 911 - 997.2 Year of manufacture: All
Porsche 987 Cayman S - Boxster S 3.4 Year of manufacture: All
Porsche 987 Cayman R Year of manufacture: All

For questions about Porsche limited-slip differentials
and for installation, we are at your disposal.

Best wishes

Jürgen Albert

Team Albert Motorsport