Triumph TR3 drawing

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Triumph TR3 FAQ page

Lockers/limited slips for racing

> Nick:

> Except for about eighteen months in the mid-1970s, my TR3 has been a RACE CAR
> all its life. I have logged about one hundred and seventy-five events myself.
> The car came with a Detroit Locker and a 4:1 ring and pinion. It is an
> incredible piece of equipment. I understand it was developed for a light
> truck, so it is VERY stout. A couple times each year it will make a noise
> like the rear end fell out, that is because it is mechanical, and has no
> clutches. But when we take it apart and examine it, it still looks like brand
> new. I can't believe it. I love it.

> Last year we won the E-Production part of SVRA's BADGER 200 at ROAD AMERICA.
> Don't be impressed...two hundred miles is a long way, and we just broke later
> than everyone else. While we were still running at the end, we had a broken
> ring and pinion. Again, when we rebuilt, we found the Locker was just fine.

> Bob Wismer and I are running a Quaiffe in the Thunder Bolt. It is similar,
> and smoother. It is more modern, and has clutches. I am sure it is easier on
> the drive line. We like it, but have not run it long enough to judge its long
> term dependability, and based on my TR3's experience, how important can that
> be?

> Last summer we set up two more axles...a 4:55 and a 3:73. The 4:55 has a
> locker in it, and the 3:73 is welded. I know the vast majority of old TR
> racers will tell you a welded rear end is 'the way to go' (and that is based
> on economies), but I can't subscribe to that. All you have to do is push a
> car with a welded rear end around a parking lot to decide a 'Locker or
> Quaiffe' is money well spent.

> Bill Dentinger

 

I have a couple of comments on the rear locker situation. First off, the competition department paid for the tooling to make the lockers for all the Triumph cars. I know cause I had to find the money to pay for them.

Now on to handling of the various lockers etc. The locker is strong, dependable but will give some under steer. The clutch type diff will have a lot less under steer but is not as strong driving out of the corner cause it does slip and it also produces a lot of heat because of this slippage. On our Sebring cars in 1966 it was necessary to run a diff cooler cause in an hours practice they all (four) burned out the pinion seals and leaked like sieves. I have run TR-3' s with a welded diff and if you want under steer baby this will give it to you. But boy you talk about drive off the corner, when you have it set it beats anything. The welded diff stops you from pointing the front in early without being on the gas. If you are good this is okay but if not you are still on the gas when you are gone. By choice I used the Detroit locker because it was always there and did the job. Work out the little under steer with suspension settings.

Kas Kastner

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