Quote:
Originally posted by Pork Chop
Take the same situation on your LSD/ATTS car. You're at the limit and you floor it midcorner. The fancy (or not so fancy) diff sends more power to the outside tire, which isn't at the limit of the friction circle, and thus can take the added power and put it to the ground.
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With one difference between the two systems: an LSD seeks to equalize the rotational speed of both axles, so either through a variable-viscousity fluid or a mechanical connection, it'll try and lock the more rapidly spinning inside axle to slower outer one and equalize the torque going to both. In practice, the diff never locks completely, so the outer side only "gets back" as much torque as the differential is set to slow the inner side.
With the ATTS, the system actually seeks to speed up the outside axle, generating more torque to the outside wheel that has the grip. More thrust through the outside tire than inside makes the car turn in without cranking in more steering angle, so you're steering by means of both side force and thrust -- more efficient use of the tire with the most grip. Unload the inside tire enough, and it'll spin merrily.
Exceed the friction circle in either case, and off you go -- neither the LSD or ATTS increases the total grip available, they just make it possible to use more of it to generate thrust. At this point, an LSD is better for tight corners, where you'll lean the car over hard enough to unload the inside tire no matter what; ATTS is better for the wide sweepers and medium corners that allow you to carry more speed, or potentially for a car with a *really* stiff suspension.
