It is a spring preloaded cone type limited slip unit. The only difference between it and a factory unit is pretty much the preload spring pack. Their design is the same. Where do the "side gear separational forces" come from? From torque being applied. It works just like I described.
The preload spring pack holds it all together so that the torque from the drive shaft CAN ramp the cones up against the case. It does not matter whether it is aftermarket or factory. The design is identical.
These don't work like some helical versions where when a wheel slips the outer gears bind on the inner main or sun and cause a bind and then tighten it up by screwing against the outer case.
The spring holds the pressure against the side gears or cones and that creates the bind, if, if there was such torque sensing then the wheel would never lose traction and it would build indefinitely or until the carrier split in half, or like a powr lok they just break at the cross, and they do break.
This is where mistakes are being made
The cones are loaded by the same action that causes the pinion gear to try to climb the ring gear and rotate the axle housing in the opposite direction of the axles.
so that the torque from the drive shaft CAN ramp the cones up against the case
The
ONLY diff that has
torque biasing by way of driveshaft/pinion input is
ZF, and im not even going to begin to explain that since the cone operation is being misunderstood so badly here, the ZF operation would cause total meltdowns.
Back to the 2 types of CLUTCH operation
The Driveshaft is turning the pinion gear that is trying to rip itself out of the housing, climbing the ring gear and forcing the ring to the side and push the carrier out the back of the housing.
While that destructive force is happening and being controlled the INSIDE of the carrier is either open, or housing one of the 4 forms of limited slip or it has a spool or one of the selectable options.
The Pinion and driveshaft are performing nothing other than turning the carrier in a DIRECTION of which it will propel the car...
Now as the carrier turns it actuates those type internals of that carrier by the force upon it from the opposite force of the axles.
Like what makes a powr lok RAMP isn't the pinion gear, it is the loss of traction of one wheel because the other is stopped and that allows the cross to move up one side of the cases ramp feature because the other side isn't moving and the case is turning because the other side is spinning, that makes it ramp up and apply more pressure to the clutches.
However this isn't a powr lok, but it is a clutch style limited slip and doesn't have that ability.
Notice i said
clutch style
A true clutch style limited slip uses
REPLACEABLE clutches that wear out
A cone style uses no clutches, instead it wears itself out on the cones (side gears) and the internal area of the case itself.
Remember how i say there are 9 ways to do something but only 1 is right, well you are masturbating when you think machining cones shorter you're doing it right.
There are 2 parts to how it works, the cone wears at the high points, which are what makes contact and acts as the CLUTCH or makes the bind, that wears as does the internal side of the case wear.
The groove or grooves are there for oil to get into so it doesn't become a
SPOOL.
Borg Warner shaped them like a thread for EASE of machining, and theory says it kinda pumps fluid in, however that is the Borg Warner design and BW sold that to Auburn and Auburn has been using it ever since, slightly modified, they do use the threaded groove still but they also machine it into block sections.
So here is the
BIG DEAL and
ONLY difference between the options of SG (powr lok and BW cone)
One you can REBUILD correctly and easily, and the other you can play with yourself and think you did it right, spend more time and money on while the other is done right.
Sorry fellas thats the hard truth right there.
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