![]() Easy enough to model if you know the stiffnesses and inertias in the system. I think what was meant was a delay in torque transfer to the contact patches when going on throttle. I doubt the internal damping in steel is worth worrying about, else everyone would be fitting cooling system to their driveshafts. Power loss implies an energy loss somewhere. Tyres don't 'break away' due to the angular position of anything in the driveline, they just operate at a slip ratio appropriate to the applied engine torque and contact patch conditions (with appropriate transient effects).Ī judge last year mentioned a great loss in available power application due to torsional deflections I'm hoping someone can compare their calculations. Since our differential is not centered about the rear driveline, the difference in deflection angles amounts to a little less than 4/10 of a degree. Since it is impossible to eliminate the instantaneous torsional event of the rear axles, the goal is obviously to have both half shafts deflect through the same angle - such that both tires break loose in unison. Quote:Originally posted by PedalOnTheRight:
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