Cone Clutch Type Differentials
Auburn Gear Pro Series and High Performance Series differentials provide superior performance through a unique cone-clutch design that transfers more power to the high-traction wheel for quick acceleration and tight cornering.
The Auburn Gear limited-slip differential employs an integral cone clutch side gear unit that creates friction with the carrier to drive both tires. The highly efficient torque transfer capability of the Auburn Gear limited-slip differential is achieved through the use of cone clutches coupled to beveled side gears.
As torque is transmitted through the differential side gears to the axle shafts, the side gear separating forces and preload spring firmly seat the cones into the differential case. The cone design, along with the applied force, determines the torque transfer capability of the differential.
When torque levels decrease, as in a cornering maneuver, the gear separating forces also decrease, allowing the axle shafts to rotate independently. This divides the torque between the two wheels, delivering more torque (bias torque) to the wheel with the most traction.
Cone Clutch Differential FAQs
What is a cone clutch type differential?
The Auburn Gear limited-slip differential employs an integral cone clutch side gear unit that creates friction with the carrier to drive both tires.The cone clutch design consists of two clutching members, one internal and one external. The internal member is a unique single tapered part with lubrication grooves, attached to the side gear, creating the cone clutch assembly. The external member is also tapered with a matching angle. When the two are forced together, torque is transferred from one member to another. The cone clutch design allows for more clutch capacity in the same space and is less likely to chatter due to the reduced number of sliding surfaces. This means higher torque transfer for better traction, without the noise.
What is clutch chatter?
Clutch chatter occurs when the clutch cone engages and disengages rapidly in the differential case. It causes no damage and can be cured by using the correct oil and friction modifies. Clutch chatter is caused by the difference between the static (nonslipping) friction coefficient and the dynamic (slipping) friction coefficient. When the difference becomes too great, the clutch cone cycles between the two (sticking and slipping), which creates the noise. Friction modifiers bring the static and dynamic friction coefficients closer together to minimize chatter. Auburn Gear recommends using Auburn Gear limited-slip additive (#504102) with a high-quality non-synthetic 80W 90 hypoid oil.