Mazda X-5. Manual — part 54

DIFFERENTIAL

03–14–1

03–14

03–14

DIFFERENTIAL

REAR DIFFERENTIAL OUTLINE . . . . . . 03–14–1
REAR DIFFERENTIAL

CONSTRUCTION . . . . . . . . . . . . . . . . . 03–14–1

SUPER-LSD OUTLINE . . . . . . . . . . . . . . 03–14–2
SUPER-LSD CONSTRUCTION . . . . . . . 03–14–2

SUPER-LSD OPERATION . . . . . . . . . . . . 03–14–3

Straight ahead driving . . . . . . . . . . . . . . 03–14–3
Differential operation . . . . . . . . . . . . . . . 03–14–3
Limited-slip operation . . . . . . . . . . . . . . 03–14–4

End of Toc

REAR DIFFERENTIAL OUTLINE

E5U031427100N01

• For vehicles with LSD, a super-LSD with a low torque bias ratio* has been adopted to improve performance

when starting from a standstill, driving straight-ahead and response.
*Torque bias ratio: When a wheel slips due to a low-traction surface, the LSD provides proportionally more
torque to the opposite wheel. The torque bias ratio is the ratio of torque supplied to the right and left wheels in
such cases, and represents the performance capability of the LSD.

• It is rigidly attached to the transmission with a power plant frame in order to enhance the feeling of direct drive

when starting from a standstill and accelerating.

• A differential rear cover of aluminum alloy has been adopted for weight reduction.

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REAR DIFFERENTIAL CONSTRUCTION

E5U031427100N02

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REAR DIFFERENTIAL

E5U314ZS5002

DIFFERENTIAL

03–14–2

SUPER-LSD OUTLINE

E5U031427100N03

• The super-LSD is a torque-sensing type that provides improved driving stability due to the following

characteristics:

— Low torque bias ratio provides improved controllability (torque bias ratio: 2.0)

— Creation of initial torque provides improved starting from a standstill and acceleration/deceleration

response, and driving straight-ahead (initial torque: 49 N·m {5.0 kgf·m, 36 ft·lbf})

— Simplified construction provides weight reduction

• The gear case component of the super-LSD cannot be disassembled.

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SUPER-LSD CONSTRUCTION

E5U031427100N04

• Inside the super-LSD, taper rings that are fixed to the differential gear case have been placed between the

differential gear case and the side gears. Additionally, a cone is provided around the outer surface of the side
gear.

• Springs and retainers are positioned between the right and left side gears to provide initial torque to the taper

rings.

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PINION GEAR

SIDE GEAR

SIDE GEAR

CONE

TAPER RING

RETAINER

SPRING

E5U314ZS5001

DIFFERENTIAL

03–14–3

03–14

SUPER-LSD OPERATION

E5U031427100N05

Straight ahead driving

• When driving straight, the right and left side gears rotate at the same speed, and the pinion and side gears

rotate together with the differential gear case. Input force from the ring gear is transmitted to the pinion gears
via the gear case and to the drive shaft via the side gears. Due to this, a speed difference between right and left
in the differential does not occur.

Differential operation

• If the rotation speed between the right and left wheels becomes different (during normal driving), the pinion

gears rotate together while revolving around the center axle of the drive shaft, thereby absorbing the difference
in rotation speed. This mechanism serves as a differential.

:

SIDE GEAR

DRIVE SHAFT

PINION GEAR

ROTATION DIRECTION

DRIVE SHAFT

CHU0314S003

:

ROTATION OF PINION GEAR

ROTATION OF PINION GEAR

FAST

SLOW

ROTATION DIRECTION

CHU0314S004

DIFFERENTIAL

03–14–4

Limited-slip operation

• If the differential encounters a condition requiring limited-slip control such as wheel spin, thrust force acts on

the side gears due to the reaction force from the meshing of the pinion and side gears. This thrust force
presses the side gears against the taper ring, generating friction between the side gear cone and the taper ring
and reducing the torque of the slipping wheel. The reduced torque is transmitted without change to the wheel
with higher traction, and the limited slip differential function is provided. The torque transmitted to the wheel
with higher traction is proportionate to the input torque of the ring gear.

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:

THRUST FORCE

FORCE GENERATING FRICTION BETWEEN
SIDE GEAR AND TAPER RING

SIDE GEAR

THRUST FORCE

ROTATION DIRECTION

SLOW
(HIGHER TRACTION SIDE)

FAST
(SPINNING)

TAPER RING

SLOW
(HIGHER TRACTION SIDE)

FAST
(SPINNING)

TORQUE FLOW

CHU0314S005