Apr 022014
 

Autotech has released the Gen III version of the  All-American Wavetrac® helical-gear torque-biasing limited-slip unit for the 2003 and newer Dodge Viper SRT 10. The Wavetrac will fit Super 44-3 through 5ICA (2003 – 2014) differentials.

Dodge Viper SRT 10 Wavetrac

SRT 10 Wavetrac

The Gen III version Wavetrac® (48.309.168WK) for the 2003 and newer Dodge Viper SRT has been updated with more friction internally and an updated preload hub that offers more consistent load and increased adjustability.

The Wavetrac® for the Dodge Viper SRT offers the following benefits:

Wavetrac®: Designed from a clean sheet using state-of-the-art knowledge and engineering to be a better differential than any other. It uses a patented design to improve grip in low traction conditions.

Wavetrac®: Gives you quicker acceleration and faster cornering by driving both drive wheels instead of just one. And, it offers improved no-load performance when compared to other helical gear differentials on the market.

Viper_Wavetrac_48309168WK

• Innovative:
Patented Wavetrac® design automatically improves grip in low traction conditions. This feature is truly innovative and unlike any other torque biasing diff design.

• Superior Materials:
9310 steel gears run in case-hardened billet or forged steel bodies. ARP® fasteners used throughout.

• Maintenance Free:
As supplied new, the Wavetrac® differential will perform a lifetime of service without maintenance or rebuilds.

• Customizable:
If desired, you can alter the diff’s behavior to suit your needs using optional components.

• Includes new SRT output shafts.

• Limited LIFETIME Warranty:
All Wavetrac® differentials include a transferable, Limited Lifetime Warranty.

• American Engineered and Manufactured!

Call or Email UNITRAX for more information on the innovative Wavetrac® Helical Torque-biasing limited-slip differential.

Oct 052012
 

The legendary Eaton Detroit Truetrac is now available for the 5th Generation V8 Camaro. The Truetrac is a helical gear automatic torque biasing limited-slip differential for smooth and quiet operation. The Truetrac features a steel case for maximum durability and is a maintenance-free unit.

912A686

Camaro 218mm Truetrac

 

Call UNITRAX at 714.630.4327 or 800.622.4327 for more information.

info@gountrax.com

Jan 062012
 

The engineers at OS Giken have been very hard at work to bring an outstanding limited-slip differential to market.

The patented design is a revolutionary breakthrough in clutch type limited slip differential design and allows the Super Lock to have up to twice the friction plates compared to conventional designs. OS Giken’s quality craftsmanship and original design enables 100% full locking as well as unparalleled durability.

Corvette C6 1

Some of the unique features of the Super Lock are:

  1. Billeted and Heat-treated case (not found on most competitors’ units)
  2. Forged internals, and RAW-forged gear teeth (strongest gears available anywhere)
  3. More disks+larger disks = more friction surface area to dissipate heat and allow true 100% locking capability. OS units typically house TWICE as many disks as competitors units (up to 28+ plates) 
  4. Ultra-precise disk machining, which means the unit is ready to perform immediately after installation… NO BREAK-IN PERIOD REQUIRED!
  5. Non-intrusive cone spring design prevents unnecessary wear and results in consistent and reliable performance over the long-term.
  6. 100% locking and unlocking capability: True 100% lock results in no moving components results in no heat generation. The main reason other limited-slips fail is because too much heat is generated, since true 100% lock cannot be achieved. OS has yet to see one of their Super-Lock LSD’s fail in the field!

Viper LSD 1

In a recent press release from the OS Giken team,it was stated that “since released to the public in 2000, there have been ZERO failures of a production unit, and ZERO rebuilds necessary at any level, from street use to professional racing.”

Corvette C4

UNITRAX has been trained on how to tune the Super Lock to meet specific requirements. The unit that we trained on, we thought, was a new unit. However, the tech from OS Giken informed us that the Super Lock was removed from a car that competed in three full race seasons!

Recent additions to the Super Lock line are the C4 through C6 Corvette, all model years of the Dodge Viper, Camaro SS, FJ Cruiser, Chrysler, Dodge and Mercedes M215 differentials, BMW, Alpha Romeo, Porsche, and Mini. There are several new applications to be announced soon.

The Super Lock also fits most popular Toyota, Lexus, Nissan, Honda and Mazda differentials.

UNITRAX is excited to be able to offer such a well designed and executed LSD to the drivetrain performance community.

                   Viper LSD 2

Visit the OS Giken site at www.osgiken.net for more information on the Super Lock and the other outstanding product offerings including Clutches, Close Gear Ratio kits, Tranmissions and Engine upgrades.

Jan 052012
 

O.S. Giken is now shipping the OS Super Lock LSD (CH061-HA) for 2010 and 2011 218mm Camaro V8 differential. The Super Lock weighs in at 30 pounds.

The OS Super Lock’s race proven design provides extreme durability, legendary reliability, and outstanding performance while still offering a comfortable driving experience.

UNITRAX 800.622.4327

May 222011
 

Autotech Driveline has released their exemplary Wavetrac® for the Dana Super 44 found in the Jeep Grand Cherokee SRT8. The  Wavetrac® was designed and engineered to be the state-of-the-art differential. It uses a patent pending design to improve grip in low traction conditions.

Wavetrac®: Gives you quicker acceleration and faster cornering by driving both drive wheels instead of just one. And, it offers improved no-load performance when compared to other helical gear differentials on the market.

The Wavetrac® differs from other torque-biasing differntials. To best understand how the Wavetrac® is truly different from the other gear differentials on the market, you first have to understand the primary problem that the Wavetrac® solves.

The problem: Loss of drive during zero or near-zero axle-load conditions.

Zero axle-load is a condition that occurs during normal driving, but creates the most noticeable problems when driving in extreme conditions. Zero or near-zero axle-load is the condition that exists when there is ‘no-load’ applied through the drivetrain, when one drive wheel is nearly or completely lifted (often in aggressive cornering). It also occurs during the transition from engine driving a vehicle to engine braking and back, even with both drive wheels firmly on the ground.

Here’s how that loss of drive hurts you:

1) If you lift a wheel, with all helical-gear differentials except the Wavetrac®, will NOT power the other wheel.

2) During the transition from acceleration to deceleration, all helical-gear diffs except Wavetrac®, do nothing.

Why does this happen?

All gear LSDs (including Torsen®, Truetrac®, Quaife®, Peloquin, OBX, etc.) work in basically the same manner: they divide the drive torque between the two axles, applying drive to each side, up to the available grip of each tire. The amount of drive torque one wheel can get over the other is described as the bias ratio, a measure of the torque split across the axle.

Standard, open differentials have a bias ratio of 1:1. They can only apply as much drive torque as there is available traction at one wheel. When one wheel loses grip, the total available drive is lost as well (at a 1:1 ratio). All your power goes out the slipping wheel – along the path of least resistance.

Torque biasing differentials offer increased bias ratios over open differentials. For example, if a diff has a bias ratio of 2.5:1, then it can apply drive torque to the wheel with the most traction (gripping wheel) at 2.5 times the traction limit of the wheel with the least traction (slipping wheel). This is a significant improvement over an open diff… most of the time.

The problem is that when one tire has LITTLE or NO grip (zero axle-load), the other wheel gets ZERO DRIVE, because (basic math here): 2.5 x 0 = 0.

Lift a wheel (or substantially unload a wheel) and you get zero axle-load on that side – that means that during the time the wheel is unloaded, the typical diff will NOT power the wheel that’s still on the ground. No matter how high the bias ratio,you get no power to the ground.

During the transition from acceleration to deceleration, where you have near zero torque on the axle, even if the wheels are on the ground, the typical diff is unable to begin applying drive torque until AFTER the zero torque condition is over. While this condition is generally short-lived, the fact that most diffs can do nothing during that time means that there will be a delay once the zero torque condition stops – creating a reaction time in the driveline.

The Wavetrac®, however, is different:



 

 

 

The innovative, patent-pending, Wavetrac® device in the center of the diff responds during these exact conditions when zero or near-zero axle-load occurs. At or near zero axle-load, the axles (and therefore each side gear in the diff) start to turn at different speeds. This speed differential causes the Wavetrac® device to step into action:



 

 

 

 

Precisely engineered wave profiles are placed on one side gear and its mating preload hub. As the two side gears rotate relative to each other, each wave surface climbs the other, causing them to move apart very quickly, this creates enough internal load within the Wavetrac® to STOP the zero axle-load condition. The zero axle-load condition is halted, and the drive torque is applied to the wheel on the ground (the gripping wheel)… keeping the power down.

Some gear differentials rely solely on preload springs to combat loss  of drive. The drawback is that you can’t add enough preload to prevent loss of drive without creating tremendous handling and wear problems at the same time. So, to avoid these problems, the preload from ordinary spring packs must be reduced to a level that renders them ineffective at preventing loss of drive. The Wavetrac® is the only differential that can automatically add more load internally when it’s required.

In the case where both wheels are on the ground during zero axle load, such as during a transition to deceleration, the Wavetrac® device is able to prepare the drivetrain for when the zero torque condition stops, eliminating the delay seen with ordinary gear diffs.

What this means for you as a driver is that power is delivered to the gripping wheels for more time and in a more constant manner – making you faster and improving stability.

The Wavetrac® is truly different – and its innovative features can make a real difference in your Grand Cherokee SRT8’s performance.


All Wavetrac® differentials include a transferable, Limited Lifetime Warranty.

Call UNITRAX today at 800.622.4327 to order or have a Wavetrac® installed today.

Feb 022011
 

Four Limited-Slip Differentials For The Viper SRT 10 Positraction For Street, Strip and Track

The ‘Gen III” Dodge Viper SRT 10 was introduced in 2003 with fresher look, more power, and a new version of the Dana’s resilient 44ICA differential, the M44-4. Along with a new housing, the M44-4 was fitted with Dana’s Hydra-Lok limited-slip differential.

Because the 2003 M44-4 housing was designed to accept the Dana Spicer Hydra-Lok, the Viper community was initially left with no positraction alternatives. However, today the SRT 10 owner has four limited-slip differentials to chose from. Two of the units are engineered to meet the most demanding performance applications and a third is found in the 2008 through 2010 “Gen IV”  Super 44-4ICA Viper SRT 10.

Dana Spicer Hydra-Lok

Dana’s Hydra-Lok was originally developed by ASHA Corporation in Santa Barbara, California. McLaren Performance acquired ASHA and sold the rights of ASHA’s Gerodisc technology to Dana’s Spicer light duty axle division. Dana completed development of the unit and trademarked the LSD as the Hydra-Lok. Production began in Syracuse Indiana and in 1999, Jeep debuted the Hydra-Lok in the Grand Cherokee.

Gerodisc technology is speed and torque sensitive, operates full-time, and offers proportional torque transfer with progressive action. It uses the differential oil to operate the Gerotor. TwinDiscs provide one coupling per wheel. The fluid is released at calibrated pressures to engage the clutch pack.

The Hydra-Lok transfers wheel torque as conditions demand, ensuring improved traction and handling. Unlike traditional disc-based LSD’s, the Hydra-Lok offers controlled torque transfer. It does not waste power on wheel spin, rather it transfers torque to the wheel with the most traction. The torque is independent of the slipping wheel condition. The Hydra-Lok is speed-sensing meaning that the torque transfer is independent of the slipping wheel’s traction. The amount of torque transferred to the wheel with traction is based on the speed of the spinning wheel. Resulting in nearly immediate transfer of torque from the wheels that slip to those that grip.

According to Dana Corporation, when a Hydra-Lok equipped Viper begins to negotiate a curve, the vehicle reacts as if it had an open differential to reduce the potential of over-steer. As the vehicle continues through the corner, it takes on the characteristics of a limited-slip differential, transferring torque to the wheel with traction. Coming out of the curve, however, the Hydra-Lok allows the Viper to deliver the maximum amount of torque to the ground for improved speed while exiting.

The 2003 version of the Hydra-Lok had an issue with cross pins failures. UNITRAX developed a replacement 300m cross pin to help prevent Hydra-Lok failures. In 2004, Dana upgraded the Hydra-Lok with a heat-treated cross pin. However, side gear and pinion gear failures have continued to plague Gen III SRT 10 owners.

Unfortunately, dependability and durability issues have spoiled the promise of the M44-4 Hydra-Lok. We will now examine the alternatives to the Hydra-Lok.

Quaife ATB Differential

R.T. Quaife Engineering Ltd was the first manufacturer to supply a replacement limited slip differenital for the stock SRT 10 Hydra-Lok. The Quaife ATB (Automatic Torque Biasing) Helical LSD differential was originally developed in the 1980s and is used throughout world. While more widely designed and developed for front-wheel drive vehicles, Quaife Engineereing states the traction benefits offered by the ATB Helical LSD differential can also be utilized in rear-wheel drive vehicles.

The Quaife is an automatic torque biasing helical-gear based differential. Unlike a conventional plate-style limited slip unit, the Quaife ATB relies on sets of floating helical gear pinions that run in pockets and mesh to provide the normal speed differential action. Should one of the driven wheels start to spin however, the helical gears start to generate a torque bias thanks to the axial and radial thrust of the helical gear pinions in their pockets.  The result is that there is a progressive transfer of torque away from the spinning wheel of the axle to the driven wheel, which is now capable of transmitting a greater proportion of torque to a constantly varying degree.. The transition of power is smooth and constant without ever completely removing power from the other wheel. The effect is progressive but at no stage does the Quaife ATB lock solid. By getting the power to the ground, the Quaife enables the Viper to accelerate quicker and corner faster.

In cornering, while accelerating out of a turn, the Quaife ATB biases greater power to the outside wheel, reducing inside-wheel spin. This allows you to begin accelerating earlier, exiting the corner at a higher speed. The Quaife ATB provides straight-line acceleration that is close to an an ideal 50/50 power split to both drive wheels when traction conditions are ideal. The Quaife ATB also controls loss of traction when the drive wheels are on slippery surfaces by providing the appropriate biased traction needed to overcome these adverse conditions.

The Quaife ATB powers both drive wheels under nearly all conditions. The differential senses which wheel has the better grip and automatically biases the power to that wheel. However, it must be noted that if one wheel is in the air or on a surface without traction, neither wheel will be driven during that moment in time.

To install a Quaife ATB into the SRT 10 Super 44-3ICA differential, the stock output shafts must be shortened and bore-drilled to accept the anchor bolts.

To maximize the performance of the Viper equipped with Quaife ATB differential, the suspension should be set up like an open differential; stiff springs and a soft sway bar.

The Quaife’s distinctive design offers controllable traction, improves handling and steering, and applies the power where it is needed most. The Quaife ATB is exceptionally strong and generally requires no maintenance.

All authorized Quaife ATB Helical SRT 10 differentials come with a limited  lifetime warranty.

GKN Visco-Lok

The 2008 through 2010  “Gen IV” Viper SRT 10 is equipped with the GKN Visco-Lok. The Visco-Lok has been in production since 1999 and is a standard feature in the BMW M3.

The Visco-Lok is a unique hermetically sealed speed-sensing limited-slip differential. The unit benefits through its high-torque progressive locking characteristics which provides maximum torque transfer in excess of skid torque.

The Visco-Lok operates through a self-contained silicone-fluid filled reservoir and shear pump that actuates a wet friction clutch pack. The pump generates pressure proportional to the speed difference between the wheels. The clutch pack actuates thereby transmitting torque to the appropriate wheel. The locking effect increases with the speed difference across the drive wheels.

This locking characteristic enables the Viper to accelerate well on surfaces with different friction conditions between the drive wheels. Additionally, GKN states that the Visco-Lok allows even better acceleration and less under-steer in cornering than compared to torque-sensing LSDs.

UNITRAX has installed many Visco-Lok LSD’s in Gen III SRT 10 Vipers, giving the SRT owner improved limited-slip performance and in our opinion a substantial upgrade over the Dana Spicer Hydra-Lok. The Visco-Loks have proven to be especially reliable in stock or modestly upgraded Vipers.

OS Giken Super Lock LSD

Starting with a blank slate, the talented engineer, Takuya Tomimatsu of OS Giken Co. Ltd. of Japan has designed the premier Dodge Viper SRT 10 LSD. Using the foundation of 4 years of initial Super Lock development and the world as a proving ground, OS Giken offers their highly respected and race proven OS Super Lock LSD for the SRT 10.

The OS Giken Super Lock LSD is more closely related to the disc-based TracLok LSD found in the Dodge Viper from 1992 through 2002. However, that is where the comparison ends. The revolutionary Super Lock is a true 100% locking LSD that instantly reacts and transitions smoothly from both free and locked positions, combining open differential drivability and limited slip differential performance and stability.

The OS Giken Super Lock features innovative technologies like the adjustable lock timing adjuster. Lock timing can be adjusted by replacing the springs in the pressure ring. Initial torque settings also adjustable through cone springs located at ends of clutch stacks. This allows the Super Lock to be tuned to meet your exact needs for optimum performance. UNITRAX is an authorized tune center and can discuss custom tuning to meet a driver’s specific requirements.

OS Giken is committed to producing an extreme quality LSD. Every Super Lock is manufactured from only the finest materials, regardless of the production cost. The Super Lock housing is manufactured from a proprietary billet steel alloy which is then heat-treated when finished. The side gears and pinion gears are hot forged and hand-finished. This attention to detail improves the precision and performance of the product.

U.S. patented bevel gear-in-pressure ring mechanism has enabled OS Giken engineers to miniaturize each gear, thus providing more space for up to an unprecedented number (28) of all-steel friction plates. The Increased number of friction plates improves the locking force of the LSD enabling it to lock fully and completely. An added benefit to being a fully locking mechanism is that less heat is generated, thus resulting in incredibly higher durability and reliability in even in the toughest racing environments.

OS Giken states that they have tested the Super Lock for over 22,000 performance miles and upon inspection of the unit, there was no wear, no loss of initial torque, and no loss of performance. UNITRAX inspected a Super Lock that was run for three full race seasons. The Super Lock showed no signs of wear and many of the components looked as if they had just come out of production.

The higher locking force provides outstanding straight-line stability at the drag strip. The Super Lock will lock to 100% and transfer torque equally to each wheel.

You will experience less under-steer during cornering. When entering a corner with the throttle closed, the spring inside the pressure control ring will react accordingly and immediately return the Super Lock to its original torque settings. When exiting a corner, the Super Lock’s transition to the 100% locked position is smooth and predictable, resulting in better traction, stability and quicker exit speeds. Additionally, racers and techs have reported that the Super Lock operates significantly cooler then competing LSD units.

One key feature separating the Super Lock from our other clutch type LSD’s is that with the Spec-S (standard) settings, the Super Lock is actually able to function as a open differential at low speed/low torque situations. Thus, when performing a normal slow speed turn (such as a right hand turn on the street) or backing out of a parking space, our differential functions as a normal open differential, allowing smooth turning without premature wheel lock. Of course with performance settings, such as drift which would require a much higher setting of initial torque, some premature locking may occur.

Unlike the Quaife ATB, the Super Lock does not require that the output shafts be drilled and modified. OS Giken engineered the unit to be center-weighted and the Super Lock ships with equal-length 41 spline performance output shafts! Due to the nature of the Super Lock design, featuring 28 all-steel friction plates, the driver may occasionally experience some disc chatter. To temper this characteristic, we recommended the use of O.S. Giken’s OS-250R 80w250 GL-5 synthetic lubricant. The disc chatter in no way affects the performance or durability of the Super Lock. Since the Super Lock runs cool and there are no contaminants from friction material polluting the lubricant, differential oil change intervals can be extended.

The Super Lock is used competitively in the U.S.A., Europe, U.A.E., Japan, Greece, and Australia. It also has a large and growing following in Autocross and Drifting circuits.

To date, there has not been one reported failure of the OS Giken Super Lock in any application. The engineers at OS Giken take extreme pride knowing that the owner of their LSD units compete with the utmost confidence.

The OS Giken Super Lock meets the needs of the most demanding driver who is comfortable with the way his SRT 10 feels with the stock Hydra-Lok or Visco-Lok but wants the tuneability, dependability, and durability that a fully race-engineered and manufactured LSD offers. The Super Lock is quickly becoming the preferred choice in the high-performance community.

If you have any questions regarding limited-slip SRT 10 differentials, please contact UNITRAX at 800.622.4327.

www.UNITRAX.bizwww.GoUNITRAX.com

Copyright © 2011 by UNITRAX Drivetrain, Inc., all rights reserved.

Oct 282009
 

UNITRAX equipped this 2004 – 2005 Mazda Miata IRS differential with the revolutionary O.S. Giken Super Lock.

04-05 Mazda Miata  002LSD2

OS Giken utilized its accumulated racing knowledge and engineering experience to develop its own limited slip differential. Four years of extensive research and development lead to a new and revolutionary LSD design with the capacity to house an unprecedented number of friction plates (up to 28 plates in total) and thus the OS Super Lock LSD was born. The increased number of plates directly has not only dramatically improved our LSD design’s locking force and enables it to lock fully and completely. An added benefit to being a fully locking mechanism is that less heat is generated, thus resulting in incredible durability and reliability.

The OS Giken Super Locks are precisely machined from the highest quality materials. Sound engineering and forged gears make the Super Locks the most durable and reliable race performance LSDs available.

The O.S. Giken Super Lock is also available for the Honda S2000

UNITRAX 800.622.4327

Jul 062008
 

Four Limited-Slip Differentials For The Viper SRT 10

Positraction For Street, Strip and Track

The ‘Gen III” Dodge Viper SRT 10 was introduced in 2003 with fresher look, more power, and a new version of the Dana’s resilient 44 differential, the M44-4. Along with a new housing, the M44-4 was fitted with Dana’s Hydra-Lok limited-slip differential.

2008 Dodge Viper

Because the 2003 M44-4 housing was designed to accept the Dana Spicer Hydra-Lok, the Viper community was initially left with no positraction alternatives. However, today the SRT 10 owner has four limited-slip differentials to chose from. Two of the units are engineered to meet the most demanding performance applications and a third is found in the 2008 “Gen IV” Viper SRT 10.

Dana Spicer Hydra-Lok

Dana’s Hydra-Lok was originally developed by ASHA Corporation in Santa Barbara. McLaren Performance acquired ASHA and sold the rights of ASHA’s Gerodisc technology to Dana’s Spicer light duty axle division. Dana completed development of the unit and trademarked the LSD as the Hydra-Lok. Production began in Syracuse Indiana and in 1999, Jeep debuted the Hydra-Lok in the Grand Cherokee.

Gerodisc technology is speed and torque sensitive, operates full-time, and offers proportional torque transfer with progressive action. It uses the differential oil to operate the Gerotor. TwinDiscs provide one coupling per wheel. The fluid is released at calibrated pressures to engage the clutch pack.

The Hydra-Lok transfers wheel torque as conditions demand, ensuring improved traction and handling. Unlike traditional disc-based LSD’s, the Hydra-Lok offers controlled torque transfer. It does not waste power on wheel spin, rather it transfers torque to the wheel with the most traction. The torque is independent of the slipping wheel condition. The Hydra-Lok is speed-sensing meaning that the torque transfer is independent of the slipping wheel’s traction. The amount of torque transferred to the wheel with traction is based on the speed of the spinning wheel. Resulting in nearly immediate transfer of torque from the wheels that slip to those that grip.

According to Dana Corporation, when a Hydra-Lok equipped Viper begins to negotiate a curve, the vehicle reacts as if it had an open differential to reduce the potential of over-steer. As the vehicle continues through the corner, it takes on the characteristics of a limited-slip differential, transferring torque to the wheel with traction. Coming out of the curve, however, the Hydra-Lok allows the Viper to deliver the maximum amount of torque to the ground for improved speed while exiting.

The 2003 version of the Hydra-Lok had an issue with the cross pins breaking. UNITRAX developed a replacement 300m cross pin to prevent Hydra-Lok failures. In 2004, Dana upgraded the Hydra-Lok with a heat-treated cross pin. Side gear and pinion gear failures have continued to plague the SRT 10 owners.

Unfortunately, dependability and durability issues have spoiled the promise of the M44-4 Hydra-Lok.

Quaife ATB Differential

The first manufacturer to supply a replacement for the stock SRT 10 Hydra-Lok was R.T. Quaife Engineering Ltd. The Quaife ATB differential was developed in the 1980s and is used throughout world.

The characteristics of the Quiafe is that it progressively locks as torque increases; there are no plates or clutches to wear out. By getting the power to the ground, the Quaife enables the Viper to accelerate quicker and corner faster.

quaife1

The Quaife is an automatic helical-gear based differential. Sets of floating helical gear pinions mesh to provide the normal speed differential action. To pre-load the gear packs there is a selection of centre spring discs available. In the event of wheel-slip, torque bias is generated by the axial and radial thrusts of the pinions in the pockets. The resultant friction force enables the driving road wheel and sun-gear to transmit a greater proportion of the torque. The effect is progressive, but at no stage does the Quaife lock solid.

The Quiafe ATB Differential powers both drive wheels under nearly all conditions. The differential senses which wheel has the better grip and automatically biases the power to that wheel. The transition of power is smooth and constant without ever completely removing power from the other wheel.

In drag racing, the Quaife provides straight-line acceleration that is close to an ideal 50/50 power split to both drive wheels.

In cornering, while accelerating out of a turn, the Quaife biases greater power to the outside wheel, reducing inside-wheel spin. This allows you to begin accelerating earlier, exiting the corner at a higher speed.

The Quiafe differential also controls loss of traction when the drive wheels are on slippery surfaces by providing the appropriate biased traction needed to overcome these adverse conditions.

The Quiafe’s distinctive design offers maximum traction, improves handling and steering, and applies the power where it is needed most.

quaife2

To install a Quaife ATB into the SRT 10 differential, the stub axles must be drilled so that bolts can anchor them in.

In order to maximize the performance of the Quaife ATB differential, the suspension should be set up like an open differential; stiff springs and a soft sway bar.

The Quaife is exceptionally strong and requires no maintenance. 

Quaife UK does not offer a warranty on their products sold in the U.S.A. Check with your installer or dealer on the latest Quaife USA warranty details.

OS Super Lock LSD

OS Giken Co. Ltd. of Japan has recently introduced its highly respected and race proven OS Super Lock LSD. The Super Lock was in development for four years before its initial release.

The OS Giken Super Lock LSD is more closely related to the disc-based TracLok LSD found in the Dodge Viper from 1992 through 2002. However, that is where the comparison ends. The revolutionary Super Lock is a true 100% locking LSD that instantly reacts and transitions smoothly from both free and locked positions, combining open differential drivability and limited slip differential performance and stability.

giken2

The OS Giken Super Lock features innovative technologies like the adjustable lock timing adjuster. Lock timing can be adjusted by replacing the springs in the pressure ring. Initial torque settings also adjustable through cone springs located at ends of clutch stacks. This allows the Super Lock to be tuned to meet your exact needs for optimum performance.  UNITRAX is an authorized tune center and can discuss tuning for a variety of environments.

OS Giken is committed to producing an extreme quality LSD. Every Super Lock is manufactured from only the finest materials, regardless of the production cost. The Super Lock housing is manufactured from a proprietary billet steel alloy which is then heat-treated when finished. The gears are all hot forged. This attention to detail improves the precision and performance of the product.

U.S. patented bevel gear-in-pressure ring mechanism has enabled OS Giken engineers to miniaturize each gear, thus providing more space for up to an unprecedented number (28) of all-steel friction plates. The Increased number of friction plates improves the locking force of the LSD enabling it to lock fully and completely. An added benefit to being a fully locking mechanism is that less heat is generated, thus resulting in incredibly higher durability and reliability in even in the toughest racing environments.

OS Giken states that they have tested the Super Lock for over 22,000 performance miles and upon inspection of the unit, there was no wear, no loss of initial torque, and no loss of performance. UNITRAX has inspected a Super Lock that was run in three race seasons. The unit showed no signs of wear and many of the components looked as if they had just come out of production.

The higher locking force provides excellent straight-line stability at the drag strip. The Super Lock will lock 100% and transfer torque equally to each wheel.

You will experience less under-steer during cornering. When entering a corner with the throttle closed, the spring inside the pressure control ring will react accordingly and immediately return the Super Lock to its original torque settings. When exiting a corner, the Super Lock’s transition to the 100% locked position is smooth and predictable, resulting in better traction, stability and quicker exit speeds.

One key feature separating the Super Lock from our other clutch type LSD’s is that with the Spec-S (standard) settings, the Super Lock is actually able to function as a open differential at low speed/low torque situations. Thus, when performing a normal slow speed turn (such as a right hand turn on the street) or backing out of a parking space, our differential functions as a normal open differential, allowing smooth turning without premature wheel lock. Of course with performance settings, such as drift which would require a much higher setting of initial torque, some premature locking may occur.

giken1

The Super Lock does not require that the stub axles be drilled. The OS Giken engineers designed the unit to be center-weighted. The unit comes with a new long stub axle so both stub axles will be the same length. It is recommended to use O.S. Giken’s or Schaeffer’s 80w250, or Synergyn Syngear II.

The Super Lock is used competitively in the U.S.A., Europe, U.A.E., Japan, Greece, and Australia. It also has a large following in the drifting community.

The OS Giken Super Lock meets the needs of the demanding driver who is comfortable with the way his SRT 10 feels with the stock Hydra-Lok or Visco-Lok but wants the tuneability, dependability, and durability that a fully race-engineered and manufactured LSD offers. The Super Lock may quickly become the preferred choice in the Viper race community

 

GKN Visco-Lok

The 2008 “Gen IV” Viper SRT 10 is equipped with the GKN Visco-Lok. The Visco-Lok has been in production since 1999 and is a standard feature in the BMW M3.

The Visco-Lok is a unique hermetically sealed speed-sensing limited-slip differential. The unit benefits through its high-torque progressive locking characteristics which provides maximum torque transfer in excess of skid torque.

viscolok1

The Visco-Lok operates through a self-contained silicone-fluid filled reservoir and shear pump that actuates a wet friction clutch pack. The pump generates pressure proportional to the speed difference between the wheels. The clutch pack actuates thereby transmitting torque to the appropriate wheel. The locking effect increases with the speed difference across the drive wheels.

This locking characteristic enables the Viper to accelerate well on surfaces with different friction conditions between the drive wheels. Additionally, GKN states that the Visco-Lok allows even better acceleration and less under-steer in cornering than compared to torque-sensing LSDs.

UNITRAX has installed several Visco-Lok LSD’s in competition Vipers and to date, the units have proven to be especially reliable and in our opinion, a substantial upgrade over the Hydra-Lok. The Visco-Lok offers the SRT 10 owner improved limited-slip performance at a very reasonable price.

If you have any questions regarding limited-slip SRT 10 differentials, please contact UNITRAX at 800.622.4327.

Copyright © 2008 UNITRAX Drivetrain, Inc.