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After more digging it looks like it was just a poor forum source, because trying to go back find it, I am finding other people talking about pushing 1,000 hp without issues
Understood. But I have a really hard time believing that there aren't driving or car setup situations where a lower TBR has some advantage. Otherwise, the Boss Mustangs would have been given a 4.0 Torsen instead of the 2.7.
Norm
Very interesting.................I am about to pull the trigger on either a torsen, trutrac, or, slim chance, detroit locker (or whatever it is called.)
The thing that kept me from snatching up the trutrac last night was hearing of its 500hp limit. Anyone else read on this? Also, I only found one on Amazon. They are still make my these things new, right?
What kind of clearances did they loosen up?I had a shop install a 9" Eaton Tru-Trac in my '66 GT350, with 3.50 gear. The car has a Roush 342R motor that dyno'd 461HP and 420 lb-ft torque at the flywheel. During full-on acceleration, the car exhibited an extreme chatter that felt like the rear was going to explode until I coasted for 10-15 seconds. The shop loosened some clearances and it helped, but it will still do it once in awhile - again, only under very hard acceleration. With moderate acceleration, it behaves really well. However, I probably won't go with another Tru-Trac. Just my 2 cents.
Thanks for the link. I've saved it to a Word file for ongoing reference. FWIW, I recognize the name of the person asking the questions from Corner-Carvers.Very interesting.................
I found this link that does deal w\ the subject of TBR & diff carrier max TQ rating contained in an email conversation between a race car builder & a Torsen engineer (assuming that the builder was considering a Torsen diff for his racer). The product isn't the focus but the math concerning TBR & diff carrier max rating is the focus as that will be valid for any LSD diff. The reading above this email is the usual run of the mill stuff concerning LSD's & TBR but you may find it useful..........
The only thing I haven't found yet is the actual max TQ rating of the Eaton Detroit Tru-Trac diff (1 w\ 3.5 TBR) to find what is the max engine TQ range (depending on car's 1st gear final drive ratio being used along w\ it's weight) that this puppy can hold........ Somehow I do believe it is >10,000 ft\lbs.
http://www.carter-engineering.com/cerearend.htm
Hope this helps.
To the OP,
Glad you found most of your noise culprit.
Sucks that it entailed a $700.00 tire expenditure.
I myself just went thru an exercise recently w\ my Stang that proved to me the amount of increased NVH transfer that can occur when swapping out parts that connect the rear axle to the unibody that can make the rear diff sound like it's having issues so I can relate.
Which is a testament to just how solid this S197's unibody construction is..........
Anyone have links to those s197 suspension articles?
https://motoiq.com/category/projects/ford/mustang-5l-grey/
There is more than just suspension there.
I tried & tried, honest I tried.............................Done deal. Thank you all for humoring me. And thank you to the OP. Glad you found most of the noise also. Hopefully this and all new bearings and seals solves mine.
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