Taylor Race Engineering LLC / Quaife differential

1. The Quaife method of placing high-helix-angle gears parallel to the differential axis is an advance on
the original Gleason-Torsen method of using three pairs of tangential worm gears. Although the
implementation is different, the output is the same, regardless of design. We have replaced GleasonTorsen differentials with Quaife differentials in a number of cases, and the driver could not detect any
difference. The Quaife method was patented by Ron Quaife in the 1970s but the patent for the Quaife
layout expired in 1998. Since then every manufacturer has adopted the design. The Zexel-Torsen
(formerly Gleason-Torsen) has shifted their production, with the exception of the Audi differentials (The
University Spec differential is actually the Audi Quattro center differential). The advantage of the
parallel-helix arrangement over the tangential worm arrangement is in wear life. The original tangential
worm gear arrangement has a very short life.
2. The torque path that the Quaife design is as follows
a. The ring gear or chain sprocket drives the differential housing.
b. The drive torque is passed from the housing via the planet gear pockets to the tips of the planet gears.
c. The drive torque is then passed from the planet gears to the side (output) gears.
d. The left and right planet gears are meshed, preventing free spinning of the planet gears, which forces
the torque to be applied to the side gears.
e. The side gears drive the output stub axles.
f. When driving straight ahead, the planet gears do not revolve in their housings, but are still relative to
the housing. The side gears both rotate at the same speed as the differential housing.
g. When going around a corner, the outside side gear rotates faster than the inside side gear. This
causes the planet gears to rotate slowly to allow differential wheel speeds.
h. As long as there is no loss of grip on the inside tire, the left-right forces generated by the helix of the
gears results in a balance of force along the planet gears so that they are suspended between the side
gears.
i. Should the inside wheel start to lose traction, the torque will reduce on the inside wheel side gear. This
in turn results in a loss of the balance of force in the planet gears, allowing the outside planet gear to be
thrust against the inside end of its pocket, creating a small increase in friction on the end of the outside
planet gear. The small friction increase and the steep helix causes a wedging action of the planet gear
against the housing, effectively binding the outside planet gear, and hence the side gear, passing a
greater percentage of torque to the outside wheel. (Some years ago, the mathematics of all this was
posted in the UK patent office with the patent. Apparently when the patent expired the info was
removed, so I can no longer provide that for you. My apologies.)
j. The magic is that the wedging action is in proportion to the traction loss, so the differential goes from
an open (50% -50%) torque split up to a maximum split of 80% - 20% i(4:1) in a linear fashion. It never
locks up like a Salisbury (clutch pack) differential, so it does not produce understeer as does a
Salisbury.
k. The downside of the Torque Biasing differential is that when a weight transfer of greater than 80% is
experienced, wheel spin can result if sufficient power is available. (IMPORTANT NOTE: this is also true of
a Salisbury, and of cam and pawl differential.)
l. Unlike an open differential (50 50 split) which limits the outside to the same thrust as the inside, the
Torque Biasing differential continues to bias even with inside wheel slippage. For example, if there is a
90% weight transfer, only 10% of the normal thrust is available on the inside tire. The diff will still pass
four times that torque to the outside wheel, for a total of 50%. Not so good, but better than the 20% of
an open diff. (Open diff: 10% each side = 20% normally available thrust.)