1 Way - 2 Way - 1.5 Way LSD - Explained

Why does the pinion shaft move when you accel./deccel.? Is it just momentum?

when turning a corner, one would usually brake before the corner, and apply power while turning or after the apex (but still while there is a corner). this application of power would lock the diff up thus making it understeer on the exit of the corner? YOUR VIDEOS ARE ACE, THANKS LOADS, but i have loads of questions. I hope you're still on here so you can answer them.

you're the best dude, thanks for all the information

"While in neutral and decelerating, the differential will act as an open differential, regardless if it is a 1 way, 1.5 way, or 2 way LSD."

that is still actually quite wrong. when freewheeling it still acts as an LSD but a non mechanical type. with the car off the ground you should still not be able to turn one wheel independent of the other (or at the very lest there should be some resistance) because of the preload on the clutch packs while at rest so how much LSD effect there is when your freewheeling will depend on this preload.

apart from that small glitch, great vid explaining the differences and how they work.

would a 1 way lsd not lock up in reverse? like if you are stuck in a ditch and need to back out, you won't have the lsd helping?

субтитры на Русском сделайте pleas

Well done sir

Greetings from the Philippines... you're awesome

im learning a lot form your videos. but I am only unsure of one thing. in most motorsports cars are required to yes break when going into a corner... but are also required to also accelerate at the apex of the corner and I don't think any of the clutches explained and showcased in your videos would be able d do it. could you please clear hat up for me so I can get a full understanding.

Another thing related to my previous point... wouldn't a 1 way differential do the trick, but working in an inverted manner?EG. when breaking there is more lockup in the pinion shaft and when accelerating there is less than in breaking... but there is still lockup.Does such a differential exist?

Brilliant. Thanks.

differentials had been always a mystery for me. Now it looks to me that the limited slip type has lots of parts in the housing, as a result, is it less durable than the locking or open ones?

听不懂，没有字幕

You sir, need to go into teaching this stuff. I learned a LOT from this.

" wide"

Great explanation!

What about Helical Gear limited slip differentials that are: 1 way, 1.5 way, and 2 way. And their effect in a front wheel drive car.

I know you did the videos about the 1, 1.5 & 2 way clutched type of limited slip differentials, and the Torsen limited slip differentials, but those are not entirely the same as 1 way helical, 1.5 way helical and 2 way helical differentials.

So basically, how this video explains the clutched 1, 1.5 & 2 way LSD, would you be able to make a comparable video about Helical geared 1, 1.5 & 2 way LSD's? And, could you help shed some light on their effects in a front wheel drive car?

Thank you for all the wonderfully informative and interesting videos and explanations you have made, I truly have learned quite a lot from you and greatly appreciate your expertise and awesome way of explaining things in a manner that makes sense!

i prefer the 1.5 in gran turizmo.

how/why does the pinion shaft moves back due to acceleration or deceleration? Is it inertia?
@ Engineering Explained

Bear in mind that if you get stuck in mud or snow and need to back out, the 2-way will have a clear advantage.

welded diff FTW!

Man you should be my teacher in school.

Thinking about getting a car and it has the 2 way diff and it makes a clicking noise is that ok

Just about every time I have a question on how something works you have a video answering. Thanks for doing what you do.

What type for track use and 700 ft-lb of torque?

i thank jason fenske for teaching me how they work. i didn't 100% understand how the clutchpacks squeezed together. i thought they squeezed together and locks up due to just the rotation of the differential causing it but i was kinda thinking about like... a how'd i understand from the A to D. Doesn't 100% make sense. This make alot of sense, the pinion shaft is letter B and the pressure ring is the letter C in essence, with D being differential lockup/clutchpack being squeezed together. Thank you again Jason.

I saw LSD, and was taken back to the
'60s. But, you're talking about something
COMPLETELY different. Like, in Star Trek
4, Kirk mentioned getting involved in LDS.

I had no idea, Kirk was a Mormon.

steve

So from the description I'm getting that if I have to brake on an icy turn I want to do it in neutral?

Hi Man, my name is Otávio and i'm particite for team SAE Fórmula Cefast in transmission system.
I have a question, you tell in one commentary:

"For example, a 75% lock means the tire with more traction can receive 75% of the torque going to the tire with less grip."

This is True? I always thought total torque they were 75% for left and 25% for right for example.

And in Drexler case you definided the best angle and type ?
30 ° = 85,272 % ca
40 ° = 58,672 % ca
45 ° = 49,231 % ca
50 ° = 41,310 % ca
60 ° = 28,424 % ca

In my opinion for test in line use 45 °(1 type) for equal torques and the desaceleration angle not harm, because it generates the angle 60 ° with the torque 28,424 % different.

For the other tests like skidpad, auto-x and endurance i would use 40 °(1.5 type), because in a curve there is a difference of torque and as you say.

"If you're going around a corner while braking, a 1.5 way may be better, so that your tires still transfer some torque, but also allow for different wheel speeds so that one tire is not dragging or skipping."

Thank you for attencion and let´s talk about, that's very interesting in engineering.

Why is forza telling me a 2way is better while actually a 1,5 way is better?

In clutch type LSD, TBR is not defined ? please explain about when it will work as locked differential....

Amazing video, but how much is the diference on speed necessary to lock? Its like if get 10% of difference on each wheeal it locks? You can change when it lock to need more or less difference before lock?

Hey Engineering Explained, have you gotten any monetization problem with this video?

WOW, you've gotten a lot more refined and eloquent since then.

I know this guy insisting that a 2.0 will lock harder during aceleration than a 1.5 during aceleration is this correct?
I thought how hard they lock depends on the thickness of the shims.

Phenomenal explanation!!

Better explained using 3 dimensions. I do grasp the theory though.

Jason is a national treasure.

Well explained.
Thx,👊

WHAT A TIME CAPSULE

watching this the night before my exam.

I didn't know Justin Bieber knew about engineering

9 years! Damn

Do these clutches wear out? They are slipping slightly on every acceleration when not driving strait.

Instead of "decelerating" it is actually "braking" that effects the AXLE not the differential which allows for both wheels to lock for hard braking and when accelerating the outside wheel just has to overcome the brake force on opposite side as a standard diff since the brake force is on the Axles clutch plates that can still slip separate from the pinion gear in diff- (unlike the standard diff or locking diff) this way the clutches (under pressure both or individually) is best for both conditions and racing as your torque is not lost (During braking or acceleration as the slipping discs limits one axle to turn more and the other to still brake or spin less "slip less" round a corner or the S's under brake or power conditions at 100% torque.)

A 1 way diff is better for front wheel drive cars, as 2 way diffs tend to cause more understeer in front wheel drive cars.

Already been subscribed to your channel for several years. Why am I only finding this video now in 2024?!

Are you deleting the top comments?

A scary ghost sound lol