if i understand this correctly that's how it is right? thanks people.

 

Can you explain your question a bit more?
Do you mean torsen as opposed to open?
Are you asking about the difference between a torsen and a cluthch type lsd?

 

yea sorry, i meant as opposed to clutch type, specifically 1.5 way.

 

That still doesn't explain the question. If you want a good answer you have to ask a good question.

 

Torsens aren't limited slips, they're open diffs that work asymmetrically. You can still fail to put power down.

 

Chibi,
what kind of racing are you doing? Drag, autocross, road racing?
A torsen may be the right choice for autocross, but not for drag racing.
Just give us a bit more idea of what you are doing.

 

since everyones beating around the bush on this, i'll give you a straight up answer; yes.

drifting on a torsen is like drifting on a predictable 1-tire fire (in this case, its always the outside tire that does the smoke show)
so yeah, torsen is generally for grip only

 

yep, if you're going up a hill/driveway and get one tire off the ground car will stop

 

it sends power to the wheel with the most amount of resistance

 

Torsens are in fact limited slips differentials, what they are not is a locking differential.

 

thanks chemical for answering my question and i will try to be more specific next time. although for this question, i thought it was pretty straight forward

 

Torsens and Quaiffes are torque biasing differentials, and don't really work like lockers, but do accomplish the same basic intent of limited slip diffs under the right circumstances. Wothout getting too deeply into the physics involved, the Torsen and Quaiffe both require at least a minimal amount of grip on the unloaded wheel in order to transfer power to the other, while a limited slip doesn't. In a case where the unloaded wheel is in the air with no resistance, for example, the Torsen/Gleason and Quaiffe would transfer NO drive to the wheel that was on the ground, while the limited slip would based on the level of internal preload it was built with.

I think the reason that most here didn't take your question seriously is because it was posed in " Gran Turismo speak", which most real racers are probably a little tired of. The Japanese tend to state things in their own way, and I'm sure much is lost in translation, but the concept of "grip" and "1.5 way" aren't really the way these things are described typically except in the "drift" world.

Good luck with your project - whatever it is.

 

not everyone is into drifting, just as not everyone is into autox, or drag racing, etc.

If you have a question about HW for drifting, you need to be a little less subtle about asking your "question".

ie. 'grip' is an unknown term to some people, at least in the context you are using it.

Gee, I hope this wasn't too wordy.

 

my FD goes fine sideways with it's torsen :P.

 

If you want to nitpick, in that sense a standard "open" diff is also a limited slip, since the bevel gears impart a thrust load between the gears and the case. There are no clutches except for steel on iron, but there is sufficient internal friction for effect to be there. NSU learned this a few decades ago when they made a spur gear differential. With no thrust friction under load, it was much easier for a lightly loaded/poorly gripping tire to spin than with a standard bevel gear diff.

Torsens don't limit slip, they just apportion torque on a bias ratio instead of a constant 1:1. If one tire can only handle 10lb-ft of torque and the diff has a 2.5:1 bias ratio, the other tire can recieve no more than 25lb-ft, This is better than a 1:1 bias ratio, but it's not ideal for conditions where wheelspin (intentional or due to very rough roads) is expected.

I used to dragrace and powerslide my SA with an open diff. I didn't realize how important a good clutch plate diff was for tail-out asshattery until I tried it. You have to pitch the car around more than with an open diff since turn-in is hampered, but that kind of *is* the name of the game...