cas2

2007-06-17T08:03:00.001-07:00

2007-06-11T08:43:00.000-07:00

LIMITED-SLIP DIFFERENTIAL

The concept of providing traction to the nonsllpping drivewheel with a limited-slip differentlal dates back at least to the late 1950s. Though there are now many wrinkles to the old theme, the essentials are the same. The spider gears are mechanically linked to share torpue regardless of conditions. This can de done simply by adding spring-loaded clutch packs that keep the spider gears from spinning. Power the flows to both whels to the limit of the clutch packs’ capacity. The spiders can also be pneumatically or electrically locked together-but this defeats the differential function.

2007-06-11T08:36:00.000-07:00

OPEN DIFFERENTIAL

While cornering,the outside wheels cut a wider arc than the inside. The differential needs to ensure that the outside and inside wheels are allowed to turn at different speeds-hence the name-while still supplying power to both wheels. The basic differential housing contains a large ring gear that meshes with a small pinion gear driven by the driveshaft. The ratio between the ring and pinion gear is known as the final-drive ratio or rear-axle ratio. The ring gear also spins a carrier containing perpendicularly meshing spider gears that allow the left and right axle shafts to spin

Independently. Downside: the wheel with the least traction limits power applied to the road.

2007-06-11T08:34:00.000-07:00

AUTOMATIC TRANSMISSION

An oil-filled torpue converter that multiplies engine torpue inside the transmission bellhousing allows some slippage so the vehicle can be stopped while the engine runs.

Afriction clutch built into the center of the converter locks its input and output shafts to the same speed for highway cruising. Computer-controlled hydraulic pressure selects which combination of gears within several planetary sets can rotate. Changing the ratios

Between the input and output shafts,

2007-06-11T08:32:00.000-07:00

MANUAL TRANSMISSION

The gearbox is mated to the engine via a spring-loaded clutch plate faced on both on

Clutch plate faced on both sides with friction material. The clutch must be disengaged to shift gears, and the transmission must be in neutral, or the clutch disengaged, for the vehicle to be stopped while the engine is running. The transmission consists of an input shaft from the engine and an output shaft to the drivewheels. The input gears can slide back and forth to mesh with their output mates. Synchronizer cones between the sliding gears and shaft allow smooth shifting. Reverse gear is on its own shaft.

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