In case you missed it Adrian Tucker-Peake has just made a very interesting addition to the thread on Class 1 diffs.
Click Here for the original thread
As this is a very interesting subject I will copy Adrian's post to elevate the topic to the head of the queue.
Michael
From Stuart Harrold
ReplyDeletestuartharrold
stuartharrold wrote today at 9:39 AM
Adrian's TranX proposal and drawings have been circulated with the minutes of the May 8th ACTC council meeting to all ACTC club delegates.
Stuart Harrold - Hon. Sec. ACTC
Would it help both beginners and those with smaller engines if the MSA regulations that already exist were adhered to by organisers, ie, as soon as forward motion is lost the competitor has failed that section? (T6.3.2 & T6.3.3). Big engines that are capable of burning for prolonged periods and causing expensive blow-ups as well as being the cause of cutting up the course for subsequent competitors, could then compete against those with less power knowing that the bigger ones cannot burn there way out of trouble. This is not a total ban on burning, but most such attempts involve coming to a stop at some part of the section followed by trying to blast a way out of the section.
ReplyDeleteAdmittedly there are cars that are just so gutless that they cannot hope to pull steadily uphill as effectively as a two litre but there are exeptions to every rule that mean there will be inevitable advantages between cars. The 1400 - 1600cc debate may be argued to be irrelevent as if the classses were split at one litre I would guess that a 997cc would out-pull a 600cc so the 2CV owners would still be at a disadvantage.
Lets leave the class alone and apply the present rules rigorously.
Some years ago I puchased one of Julian Fack's 4 pin diff's for the A series axle which was in my Liege, (at that time he sold them for A series and for Escorts etc.).
ReplyDeleteI have it in the back of my mind that he got his made by TranX.
Simon
I asked TranX at a show a few years ago, and they confirmed to me that they did "work" for Julian Fack.
ReplyDeleteI can confirm that the 4 pin diff was designed by Julian Fack and was manufactured years ago by TranX. It was fitted to my Peugeot Shuttle and, I imagine, still survives to this day. But that is/was a Class 8 car. The issue you guys face now is whether to permit such a diff pin in the production car classes. Though I am no longer involved, I have to say that would be a hugely retrograde step.
ReplyDeleteBrian Cope
DRCB@sky.com
Intrigued by the point of 'historicbrian' - Is not the 4-pin diff fitted to several or more of the current crop of Class1, Class 3 trials cars? Is there distinction on this technicality between that which is permitted in Classic Trials compared with Car Trials (ex-PCT)?
ReplyDeleteI would be surprised to find any competitive car other than a Beetle (and including a lot of them) in any class that does not run some sort of 4-pin diff.
ReplyDeleteDon't confuse 4-Pin with LSD. The point of Adrian T-P and Tran-x's work is that it provides a strong and therefore reliable diff with out it being an LSD.
Yes, the work is based on Tran-X experience with LSD's, but that is because the aftermarket customer invariably wants a diff that will support morre power (i.e. stronger) as well as offering the traction benefits of LSD.
From Charlie Knifton
ReplyDelete(CharIie - I got this as a PM but I guess it was intended for the group. Although you are a member of Multiply you haven't signed up for the group yet. I have sent you an invitation - Michael)
Simon
Be surprised then ,I have been trialing for 3 years and competed over 20 trials in my 205 and only have a std diff in ,just put my second unit in,as old one worn out ,am i competitive ?regular top 3 in class ,top 10 if we are lucky.
I also know off 2 class 8 cars which run std diffs and both have won championship events out right.
Did a local pct the other night where 2 rally cars with quaife diffs entered ,they did worse than road cars ,so no advantage
charlie
Must add that I am confused on this point: Brian above writes of "diff pin in the production car classes." - and implies that a modified / different diff. pin arrangement as per the Tran-X is permitted in Class 8 only. Do I interpret incorrectly? I have sought answer from the "Blue Book", wherein I read "T 9.43. It is not permitted to fit any form of differential that was originally offered by its manufacturer as torque biasing, whether fitted in modified form or not." Is the Fack specification 'free' 4-pin diff. manufactured by Tran-X a derivative of a torque biasing design?
ReplyDeleteUpon the argument of such design / modification being "a retrograde step", is this because the use of such modified components encourages "burning"? - Witness recent adverse comment on excessive tyre smoke.
John - I can summarise the diff rules thus.
ReplyDeleteAxle casing - Classes 1-6 must be original, Class 7 as specified in ACTC Spec sheet, Class 8 Free
Diff - With the proviso that it fits in the above you can use what you like inside the casing. Eg Non original diff, 2 pins, 4 pins, modified pins, provided it is not a limited slip or torque biasing diff and is not adapted from a limited or torque biasing diff.
So modifying diff pins is not restricted to Class 8
Michael - Thank you for the summary: - Now crystal clear.
ReplyDelete- or was, until receipt of a letter two days later 7 June, reading (upon the subject of "the four pin diff pin")
ReplyDeleteQuote: "The device does not enhance performance of the car but certainly increases the reliability. Such developments are permitted in Class 8 Non-production cars.
I [the writer of the letter] understand that the fitting of similar four pin diff pins has been considered in other cars. My [letter writer's] knowledge of the regulations reminds me [him] that this is NOT [sic] permitted in the Production Car classes and any vehicle with such a modification should be transferred to class 8. Any easement of this rule represents a radical change to the long-standing regulations and would open a loophole with disastrous consequences for the whole sport.
As you know [the writer continues] the history of classic trials dates back more than 100 years and long may it continue. The controlling organisations such as the ACTC, the MCC and the MSA are charged with perpetuating the sport and cannot contemplate any change which threatens its future." Unquote
.Pheeeew! - Heavy stuff!
By quoting, the above I do not believe that I am betraying a confidence, since the letter, whilst addressed to me personally, appears intended for a wider audience, and is marked as copied to Simon W, stating Simon's capacity as Chairman of the ACTC - Furthermore, I myself have no role in the ACTC, MCC, or MSA - no do I harbour any such aspirations!
The writer? - A crank, a novice, someone on the periphery? - Since the content is "against the grain" of comments / posts made on this forum.
On the contrary, an experienced competitor and organiser.
These clearly heart-felt views made me think:
What are these "disasterous consequences" which "threatens its future" [Classic Trials]?
Are there issues other than reliability - and the cost, inconvenience and increasing difficulty in sourcing replacement Peugeot 205 transmission casings, etc. (current thoughts to Dave Oliver). befalling individual competitors?
Damage to the Sections? - and consequential effect of bad PR and possible loss of the Section for future years (and generations?) - considering the prominence these days of 'environmentalists'.
Arguments would go: - Most damage to a Section is caused when traction is lost - an 'unbreakable' diff. encourages 'burning' = maximum damage.
.
Food for thought!!!
John - Let that person use their name and stand up and be counted. Biggest load of boll**ks I have heard in a long time. 4 planet diffs completely legal in Classic Trials and fitting them in English Axles dates back the best part of 15 years. Personally I am not interested in any anonomous opinions.
ReplyDeleteMichael
Having read the letter myself, I did not immediately contact John as I felt that the replies pasted here immediately before the letter reflected the truth and that the letter was out of date.
ReplyDeleteMichael Leete's posting of June 5 IS THE CORRECT SUMMARY OF THE SITUATION.
The letter writer has not been involved with the sport for a while, but the regulation has not changed since his departure. So he has always been wrong.
I haven't competed in many trials, due to my North Yorkshire Location so have only done approx 7 in the last 2 years of competing. I am on my second diff and that is showing signs of that it may be on its way out. For me a more reliable diff is something I need to ensure I can firstly get to the end of a trial and then more importantly 'get home' as I don't have the funds for a trailer.
ReplyDeleteFor me as a FWD runner its not the diff giving up the ghost that is the main concern its the explosion followed by most of your gearbox "getting out from under the bonnet" which results in scrapped gearbox and the need for a completely new unit. The resulting debris in my case scrapped my 4:1 CWP from my original box so nothing was salvageable.
I am surprised the read that a FWD runner is getting that many trials from one diff given the high weight loading on the front of FWD cars the stresses are very high.
As long as it offers no traction advantage and the only benefit is reliability then I can't see a reason for it to be prohibited.
Reliability is the name of the game isn't it??
Hi Lee, have you got that Pug fixed yet?
ReplyDeleteNick, James and myself have gone down the route of having a custom built 4 star diff built, which last very well but does leave you at the mercy of the builder when things go bang!. Adrian idea is a good solution but not cheap at around £500. At least you should have reliability, although Jason B tried something similar which broke fairly soon after fitting.
Looking at the last 12 events, Class 1 dropped an average of 28 points whilst Class 8 dropped an average of 5, So now you are at the mercy of the C of Cs to apply the class handicaps on each event, ie pref start lines,restarts and pressure limits for individual classes not blanket limits, or hope that one day the ACTC will revisit the "Not over my dead body" Torque Biasing diffs for class 1 to give some value for your £500 and be able to compete in the Wheelspin.
I would imagine that most of the other classes have had to develop reliable diffs over the years so I do not see class 1 as being any different, just not as mature in an engineering sense. Raising the technical spec even higher by allowing LSDiffs would have an unfortunate side effect of increasing the gap between the 'haves' and the 'have nots' which is unlikely to help in keeping newcomers in the sport.
ReplyDeleteRegarding the competitions where points are awarded overall rather than by class I imagine it must be nigh on impossible for the CoC to get the handicapping absolutely right so every class has an equal chance, there are just too many variables at work. But this is bound to improve with experience.
Finally, my own view is that there is already a big difference between a standard car and one built to the limit of the Bluebook in any of the classes except perhaps class 8, the BTRDA has a class for standard cars and I think it might be worth extending the idea so that, rather than having a separate class, each current class could have a standard category, it might encourage a few more to have a go!
martingrindrod your correct in saying that most other classes have developed stronger diffs just like we have to develop most other parts on our cars.one example on diffs is the jeffery diff developed by colin jeffery[i helped a tiny tiny bit].we set out to make a strong reliable[english] diff and when happy with its durability made it availible to all,could have kept it to ourselves and for sure had a competitive edge on our fellow class mates on a reliability /availability front but it was made availible to all with currently over30 units sold it might be a victim of its own success as it seems so strong [simon groves been using one for couple years or more and he can be[is] an animal on diffs]this is one example on how we can keep people in our sport. don't quite understand what daves [regreengolf]on about to much £500 ish for a good free diff in my book is great value for money[ and his i would guess as i have supplied him with a jeffery diff for his escort that aron competes with]but what really puzzles me is his suggestion ?that with a torque biasing diff, he?,class one in general?,can then compete for wheelspin points.my memory is shit but the ink on the letter in front of me has not faded one bit ,let me explain, the letter i talk of was handed out to every attending member of actc meeting i belive 9 may2010 by dave [regreengolf]also endorsed by him self and 4 others in class 1 claiming that a torque biasing diff SLIGHTLY!!!!benefits the performance of a fwd trials car.now 13 months later? its enough to travel the country wining trials out right,which is what you need to be very capable of to win wheelspin championship.i do agree fully though its down to the choices made by clerk of course and team as to how a trial result sheet pans out [lots of luck also needed]last time i clerked a trial dave in claas 1 won overall on 31pts barty class8 32pts clairerippon class 6 34pts father rippon class7 36pts ken bassett class 3 39pts bu ti did get class 4 and 5 wrong having72 and 109pts respectivly .what i,m trying to say is atb's etc over my dead body will not help the sport at all where as what adrian tp is doing is a firm footstep in the right direction cheers for now arnie
ReplyDeleteHi Arnie, agree with every word you said, going back to your trial the class one win was very lucky due to you dropping a high scoring hill for us, otherwise it would have been a class 8 day again.
ReplyDeleteOnce again I don't have any first hand knowledge of a torque biassing diff, led to believe it might have a very slight increase in performance but prob not a lot, and it would not lead too class ones winning the wheel-spin, like i said the C o Cs need to try to gives us all a level playing field so as the front runners in all classes have a chance of competing in the top ten.
Adrian idea is a step in the right in the right direction, but I believe its all ready been tried by Jason with the gripper diff which failed, Sorry to bring up the old argument about the Quaife, but its the one the class one runners would like to spend there £500 on. Like i said all we wont to do is try to achieve greater reliability and perhaps a greater chance to compete on the same level, and still the C o C can handicap any class which is doing well.
hi dave if my memory serves me right claire rippon got through the worst of ivyleaf 1 only to stall car on hi mark ,had this not happened then she would of stuffed everyone ,if i was to study results there would be more ifs and but as to who could have got no 1 spot. in many forms of motorsport torque biasing diffs absolutley transform the performance of cars,for crying out loud that is why they make so many for so many different cars etc if word got round that they were rubbish at increasing handling/grip performance of cars then no one would waste their money buying it.adrian is not trying the same as jason b all you have to do is read adrians post and you can work that out .i look forward to the day when class 1 arn,t crying out for atbs etc and have got thereself sorted out out EXACTLY LIKE THE OTHER SEVEN CAR CLAASES HAVE in classic trials cheers for now over my dead body arnie
ReplyDeleteWell said arn. It's about time that the class 1 drivers stopped feeling sorry for themselves and sorted out an engineering solution to the problem like everyone else has had to instead of moaning about it until they get the rules changed. I'm sure given the choice most other classes would rather spend £500 on a quaife atb diff than an open one, but they can't as its against the rules!!
ReplyDeleteSpeaking for myself, the main reason the letter Arnie talks above above was written was to help/encourage new competitors.
ReplyDeleteMost/all of the regular class1 cars already have custom 4pin diffs, but new competitors who don't already know an engineer capable of making them a totally custom diff could definitely do with a hand!
Adrian's work to come up with a widely available strong open diff is great progress and I can see from the prevailing opinions on here that it's probably the only avenue that progress will ever be made on.
james a little job you can do to encourage a new comer [along with anyone else] is to give them advise on where to go for a stronger diff and if that diff builder can,t do it quick enough then trust me there are many many engineering firms from big to the very very small who would be able to given the chance,just like it seems now with tran x i can,t see why you need another avenue to go down or want to be treated with another set of rules to every one else.to really help a newcomer who just might be reading this why not post some where on here what,who does your diffs i reckon that could only help and if there is more than one of you using same type of diff in class one consider chipping in together for a spare before you need it as it might take six months to get.then you have a trump card for yourselfs[if you break it] and also a trump card for a new comer being able to supply them a diff [if they break it]almost imediately although with the involvement of tran x sorting the problem out that does seem a bit much having one off diffs sat on shelves when tran x should be able to supply in future what every newcomer whants in class one [if they have read rule book] mass produced
ReplyDeleteI have directed 3 class 1 drivers who have had problems to the builder of my diff, he's on this site but i don't want to advertise on his behalf. I didn't feel that we were asking for special treatment, just discussing possible options. But I can now see that the 'why should you have it if we can't?' and the 'no chance in hell' opinions are pretty widely held :)
ReplyDeletei think that for things like this maybe a data base with what is availible for different cars for potential newcomers interested in building and competing in classic trials would be a good thing , can only think of one conflict at mo which is some produce parts comercially and others because they can but not out to make a living from it .out of interest james have you put your name forward to adrian t p ref some interest in the new forthcoming tran x diff arnie
ReplyDeletelook at phil tuckers comment brilliant!!!! also i been thinking what green golf said earlier and i recon i could do better in the wheelspin if i had a dodgy diff. sorry ATB i get mixed up. But come on thats not going to happen is it. As i see it there will always be some body miles ahead at the top of there class thats competition and lets face you dont need a troll to win the wheelspin an old MG will do
ReplyDeleteAdrians on the right road and i wish him well with it as i have been through hours and hours of it. cheers simon groves ps.over my dead body too!!!
Are 5 speed gearboxes permitted in mk1 and mk2 Escorts in class 3?
ReplyDeleteyes ian 5 speed gearboxes are allowed in class 3 , it was done to death over year ago at actc meeting .i,m in two minds about what ruling should be ,and the can of worms the discussion opens ,ie original fitted etc .as if they are not allowed then why stop there and address all the engine swaps that have been done [to gain power] and make all engine /gearbox combinations revert back to as originally fitted. except class 8 of course. i belive this would affect many classses. but also what it would do by reducing power availible is peoples diffs would last longer , maybe a very very good idea cheers for now arnie
ReplyDelete10.12 page 341 - It is not permitted to change the gearbox or transaxle casing (except in Class 7(a) or 8)
ReplyDeletemichael ruling was made at actc meeting after much deliberation by technical commitee beforehand ,i belive i would loose an advantage over a 5 speed fitted escort as 4 speed is lighter. but hey go for it ,lets have a sort out and make every one go back to original fitted engines etc too while where at it.cheers arnie
ReplyDeleteThanks for the answers. I was only trying to prove a point that rules have been changed for other classes which is why Class 1 asked for the Quaife scenario to be considered. I think its a shame that the 5 speed gearbox/Escort rule isn't documented anywhere (MSA Blue Book or ACTC website in Rules and Regulatons section) as it gives an advantage only to those who know about it. A newcomer to class 3 would be unaware of it and therefore would be disadvantaged. Also it is interesting that Class 3 are divided over the subject; i.e. some seem to be against it. Are there any Class 1 competitors against using a Quaife? As all the triallers who are against it are in other classes so therefore it wouldn't really affect them. I don't think allowing Quaifes in Class 1 would generate a have or have not scenario as it isn't any dearer than any other trials type diff but is available for a massive range of cars (especially fwd ones). Surely if a newcomer to Class 1 can order a Quaife, fit it and forget it then its an encouragement to them to join the sport?
ReplyDeleteIan you are the only person that can (openly) answer this question - how much difference does the quaife make? is it noticable when driving?
ReplyDeleteArnie no I haven't spoken to Adrian TP yet, i'd be more than happy to try one out but i wouldn't be able to buy one at the moment, the engine work i have to do over the summer (to stop it using so much oil) is going to be keeping me and my wallet busy!!
Arnie - Blue Book allows you to change engine provided it is from same manufacturer and configuration. Hence type 4 engine in a Beetle is allowed.
ReplyDeleteI agree with some of Ian's points if 5speed gearboxes are allowed then where is it written down for all to see? As it is not i must assume that it is illegal, against the rules!!! which i might add is the way it should be. Allowing it makes a mockery of the rules!!! availability of 4 speed is still plenty they are just not £20 now but then neither are the cars!!! I dont understand why Ian does not get a diff like Dave green golf he has a almost identical car and hardly ever brakes in comparison. I also cant forget that both these cars in a handicap class have beaten me in my escort on various occasions ,as a certain blue blue golf driver loves to remind me!! this performance is when all this damage is done. In short more power/weight=more problems I know this because it has cost me lots of time an money so far an still does. cheers simon
ReplyDeletedid not make myself clear. 5 speed in my opinion is to heavy and a clear disadvantage over 4 speed being lighter. michael i mentioned going back to original engines etc as less power means more reliability ,something class one seem to lack. what i can.t get my head around one bit is why they want to have lsds when no other class has or claimed to want, in my opinion provided no valid arguement for lsds and all when there is a solution on the horizon some have even showed zero interest in
ReplyDeleteI think I am the only Class 1 without an uprated diff of any sort I am now in a sticky situation. I have limited funds and need to upgrade my diff as I am running out of gearboxes and spares.
ReplyDeleteI have one question:
What do I spend my £400/500 ? There are now so many routes that Class 1 may or may not be going down that I could potentially spend my hard earned cash on the wrong thing. Don't get me wrong there are plenty of good engineers making custom diffs out there but to get a branded diff with a warranty for the same sort of money is a far better option for me.
Anybody looking to enter Class 1 reading this is just going to wait or not bother at all which is crazy. I don't give two hoots about ATB/LSD/GRIPPER, I just want a diff that wont explode and scrap my gearbox when it lets go. This is the difference between Class 1 and other classes, they don't lose gearboxes when a diff give up the ghost.
If Adrian TP has a solution that does not in anyway effect the traction levels why can't it be approved or at least let us know if it is going to be discussed and when so we can all plan and start saving the coppers for the right way to spend our cash.
This is a great forum, but it would be nice to get some sort of guidance from the governing body, is any of this ever going to happen or is this all just hot air??
Lee
PS Dave, the Pug is nearly fixed, it didn't like the winter outside and cracked the block and thermostat housing and snapped the impeller on the water pump even though it was drained!!! (Must stop walking under ladders... )
Hi Lee,
ReplyDeletepleased you nearly have the pug back on the road, hopefully at the next council meeting we might have some news on the diff debate, it might sound like a lot of hot air on here and competitors sounding off but we all care very much about trials, some don't like change and others maybe push a little to hard. The important thing is to get out on the hills.
Good luck Dave.
hi lee hope i can help class one is not only ones that loses gearbox when diff goes, had it myself in class 3 rwd and also had diffs go on there own and gearboxes goe on there own too.and i bet if you fish around a few other classes have had exactly same probs over years of diff failure followed instantly by gearbox failure.even class 8. maybe trojans in class2 are exempt as they seem to not have enough power to pull granny off her pot let alone break anything,, but give them their due they do out climb other cars. as a free and open diff adrian tp tran x diff does not need to be approved as it already is and has been for many years . if it was me looking for a diff in your situation it would be adrian tp tran x ,no brainer .and i would be suprised if any warranty would be less than most others which seem to be for material quality etc only and not use and abuse... in life and especailly motorsport products you only find out on any warranty etc if your coverd when you actually try and claim. another thing that might help your desision is when lsd reqeust was made at actc meeting an unofficial [i belive to get general feel of proposal] vote took place and out of the twenty three delagates there on day only 1 wanted lsd.in my book enough said . cheers arnie ps when things get bad remember you just gotta keep pugging :]
ReplyDeleteWOW! Should of kept my mouth shut....... I havent had chance to read everything on here, but I would just like to say, on Grippers deffence. They have been brillant the twice it went bang, i'm the only one they have had problems with there open diff, and they have repierd it free of charge both times, also as it in a case you dont get bits flying out of the gearbox casing.
ReplyDeleteIt now has flats on the pins, larger planet wheels, and shockprof oil, done a few Autocross and seems to be ok so far, but thats know where near the punshment trails give it. But wont be trialing again for the fear of it going bang.
Lookfoward to what Adrian comes up with, or if ATB's are aloud then will be straight back again, as its a sport I really enjoy taking part in, but have just givin up on four pin diffs.... also known someone that used to run a class 3 (not a Escort!) with neddle rollers and that still went bang....
Happy trailing everyone :)
Well there's coincidental timing for you! I'm just back from a diff design review with a second possible supplier, the outcome of which was that in the near term the TranX offering that I introduced to you back in May will provide us with the most realistic route forward for now. Then Restart arrives with Simon's info helping us to promote exactly the same proposal...let's call it good planning! More on the second supplier and others later....
ReplyDeleteI have maintained regular contact with Coventry based TranX throughout their development phase - they were keen to get some service experience (as was I on ACTC's behalf) with their new, open 4 pin roller bearing units before promoting them widely. They began with a unit in a racing Midget, then progressed into Classic Trials having been contacted as well by Alan Cundy at the beginning of this season. His Golf uses the VW 020 transmission - he has just completed his fourth trial with the unit, giving it a real beating on the Exeter in order to highlight any weaknesses before doing a preliminary examination. Having been through many disappointments with previous attempts at strong diffs, he has been delighted with the TranX unit's performance which is very encouraging.
Next steps: 1. Simon's announcement is a great update, but please don't get on the phone quite yet - the company are starting to prepare production batches of diffs for a range of applications and completed units will be available from late February. However, if you're visiting Autosports at the NEC this week you'll be able to take a look at an example.
2. Their range will cover the following FWD models: Golf 020, Vauxhall Nova/Corsa & Astra, and Ford Fiesta/Ka IB5. Coming later will be Pug BE and MA
3. They will also have units for RWD cars, for us once the confusacat rules get unconfabulated! English Ford, MGC/B, Sierra 7", Hillman Imp, Austin Healey and Triumph TR.
4. Once all is ready, they will publicise and place advert(s) in Restart.
5. If you are interested in experience of the unit in FWD, Alan Cundy is kindly willing to chat (01726 64202 or 07825 702030)
And now to others: Elite Racing Transmissions are another very lively and helpful bunch of engineers who have been developing their own adaptation of a 4 planet wheel open diff with a sporting trials competitor/builder over some 2 years. Their concept is intriguing because it has no pins onto which the gear wheels might seize! However, its package is a little longer than the TranX design, so not applicable to the Golf (sorry!). Rover PG1 and Vauxhall F20 are OK.
They do however have units suitable for English axles 'on the shelf' so perhaps we can get one of these tried out subject to '3' above. I'm keen to get them on board as well, so please let me know if you think you might be interested here. Longer term, they will make bespoke units for any feasible application, at similar pricing to TranX.
They too will be at Autosports, but might I respectfully suggest that we try to treat each company independently when at the show.
Finally there are a handful of other folk out there as well, obviously including Julian Fack's roller bearing units, and the X-Pin from MED (which could be vulnerable at high wheel speeds) but I think it will be helpful for both seasoned campaigners and new entrants to have ready access to proven diffs for a variety of applications...they need our trade to support their business case!
Cheers, Adrian
Great work Adrian
ReplyDelete[ Is it a coincidence all this sudden diff panic corresponds with the threat of the monster that is THE ACTC DIFF TESTER ;-]
I have a prototype 4pin Pop axle [ testing later this year ?]
and hopefully another batch of cheap [ but no breakages in 5 years , 15 units ] 4pin English diffs [ from only £150 ] ready in a month or so if anyone interested [TXT 07931337380] :-]
cheers carl
Good work Adrian - An actual mention of Triumph TR - which ones though? The TR7/8 (5 speed) diff is 2 star the same as the SD1, a Salisbury type configuration but not interchangeable with any other Salisbury units (eg Jaguar Scimitar etc) from my investigations.
ReplyDeleteMikeW