Quote:
Originally Posted by gmd2003
Most people ( me included prefer less under deceleration as it makes the car more stable under braking .
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no, it is the other way around:
the more lockup, the more the drive wheels tend to be connected together. both wheels spinning with the same speed means the car pushes straight. on decel, more lockup results in a more stable rear end. this is why a (good) 911 setup always has more lockup on decel.
even a 2 way lsd feels to lock harder on power because if you think of the torques applied under hard acceleration vs. hard braking ;-)
so the M3 GT4 (or Z4 GT3 MJ2011) bmw factory lsd units had more lockup (via more shallow ramps) on decel to get a real 2-way "feeling".
anyway: if you like your setup the way it is, this is perfect! how it was actually done or what exact setup you do have is of no importance for you.
my interest in the setup of a certain diff (re-)builder and how he does his setups is not so high that i will contact and ask them.
i discussed with matt monson of guard transmission a while ago. quite interesting in some points but i do not agree with him in all points. but he definitely knows what he is doing!
i also discussed with other such diff-builders a few years ago... which often ended that i explained how it works and how it is done better.
now i simply do it myself. ;-)
i think it is more helpful for me to talk to the technical contacts of the lsd manufacturers, some amg and bmw motorsports engineers as well as companies providing the most important parts like lsd clutch manufacturers, ... (most of them are based in europe, what makes it easier for me).
these companies do a lot of research (some more, some less) and you get first hand information on what works and what doesnt (or works, but not as good as it could).