Thread: April without, August with E-diff

Centre diff is an electronically controlled clutch affair. It's activated by the car, and lock-up-level, time-to-activate, are varied according to which Terrain Response setting you choose. Along with the traction control, this makes it a very flexible system, much better than the earlier systems in the D2/P38.

The rear eLocker is an advantage in deep mud or rock-crawling. Little difference otherwise, but the non-locker vehicle will have to work a little harder to get you through.

Cheers,

Gordon

Yes, rear e-Diff makes a big difference if you're using the car in anger. It'll probably also help with the re-sale value in a few years.

Whether it's worth it... Only you can decide.

If you need to trade up now, why not see if you can strike a deal with the sales guy. Something along the lines of taking away a second hand D3 (with e-Diff) with a guaranteed trade-in price on the D4 when it arrives in Aug...

M

The e-Diffs are NOT locking diffs (in the traditional sense of the word). Instead, they have adjustable clutch plates, to allow the control of the torque to each wheel.

All of this is controlled through the Terrain Response system.

M

I can't say about a D3 with the E diff (never driven on off tarmac) but I can say that without the E diff it is still a super capable car in mud & slosh. Twice now I have got into situations that would have stuck my ex Pathfinder 51 & my Patrol Ute. And Twice the D3 has just worked on through the mud & muck.
Not using TR in very slippery conditions does seem to let the center diff lock 100%, I had the front wheels spinning just as hard as the rears until I put TR in mud/ruts, then a totally different car. It just goes forward, steady but sure.
I have not done much on rocks yet but in wet black soil - what a car.
Jonesfam
PS Remmember to turn off DSC!:

Wait for the e-diff.

At some point you will be happy you did.

Originally Posted by camel_landy

The e-Diffs are NOT locking diffs (in the traditional sense of the word). Instead, they have adjustable clutch plates, to allow the control of the torque to each wheel.

All of this is controlled through the Terrain Response system.

M

Yes, it's not like say an Air Locker or Eaton etc. But if the clutch plates lock up so torque is distributed 50/50 regardless of wheel turn resistance, then it's a locking diff -- the effect is important not how it is achieved. Another difference is the lack of user control but it's worlds apart from the classic auto-locker, a device I really do not like at all.

Originally Posted by rmp

But if the clutch plates lock up so torque is distributed 50/50 regardless of wheel turn resistance, then it's a locking diff -- the effect is important not how it is achieved.

Absolutely, but I'm still going to split a couple of hairs here...

Technically, it will never 'lock' although it gives the impression it is. In theory, if you hold one of the output shafts tight enough and apply enough torque, it will still slip.

(I got picked up on this very point by one of our senior technical bods... )

M

Originally Posted by camel_landy

Absolutely, but I'm still going to split a couple of hairs here...

Technically, it will never 'lock' although it gives the impression it is. In theory, if you hold one of the output shafts tight enough and apply enough torque, it will still slip.

(I got picked up on this very point by one of our senior technical bods... )

M

Fair enough then, I agree it's not a true locker as a true locker would break before it slipped.

I wasn't aware of that as I've never seen it slip even under adverse conditions (all weight on one rear wheel, high traction, power), but I'm actually glad it does because it'd then act as a weak link.

Good to know...