Photos by: Graham MacNeil A few years ago, I was still a student and I had a class called Internal Combustion Engines. It was easily one of my favourite classes, as you can image. Studying engines, calculating hp, torque, efficiency, and exhaust flow for grades? Sign me up! It wasn't just the content, though, as magnificent as it was. The class itself was taught by the coolest prof there is. You may think you've had a cool prof, teacher, coach, or instructor, but I've got the standard by which all educators must be measured. For one, he or she has to teach something that is cool.. does it get cooler than Internal Combustion Engines? (No, in case you're wondering). This one is also a true gear head, so much so that he sticks around after class and argues about cars, performance, lap times, and racing. And occasionally does so in the middle of class.. For one class project, I proposed comparing the engines and specifications of the C6 Corvette ZR1 and the Ferrari 5
BMW M2 equipped with an eLSD - BMW © A few weeks ago, I posted about traditional clutch-type limited slip diffs (LSD's) and how they work. You can read about those in the previous post: How Limited Slip Diffs Make You Faster on Track . But as you might know or have learned from reading the article, they aren't without their faults, which means engineers are always working to get around those limitations. You may not be surprised to learn that something like the Ferrari 488 GTB doesn't use a traditional limited slip diff, but it's not limited to super cars, far from it. Cars like the Golf GTI, the Civic Type R, various Mustangs, Corvettes, and BMW M cars, and even the Lexus RC F and GS F, all avoid a traditional limited slip diff in favour of one of these technologies. To keep things simple, I'll focus on two wheel drive vehicles. The vast (vast) majority of principles apply to all and 4 wheel drive vehicles, but there are some subtle differences that I'll