BITRON AND LIMITED SLIP DIFFERENTIALS (LSD)

What is the purpose of a differential?

A LSD is basically a modified differential gear arrangement that allows for differences in the velocity of the wheels, most commonly when turning. As a vehicle turns, the wheels spin at different velocities with the outside wheels spinning faster than the inside wheels. This is due to the wheels having to travel different distances to execute the turn.  Without a differential of some kind, the wheels would be ‘locked ’ together forcing them all to spin at the same speed. This would make turning extremely difficult and hard on the vehicle. Effectively to make the turn, the tyre would need to slip. This requires a large amount of force which puts added strain on other components such as the axle.

Limited Slip Differential

TYPES OF LSD

Broadly speaking, there are 2 types of LSD; torque sensitive and speed sensitive.

Torque Sensitive LSD

Also known as mechanical LSD’s because there is interaction between 2 or more mechanical parts such as clutch discs. Mechanical LSD’s include clutch & cone and helical gears. These all respond to torque generated by the drive-shaft of the vehicle. The more torque produced by the drive-shaft the harder the gears are pressed together. As torque increases, the wheels are coupled together more closely.

There are three basic input torque states;

1. No Load where there is little/no coupling. Some LSD’s use a small spring loading mechanism so that when the vehicle is in neutral for instance there is a small amount of torque which keeps the wheels minimally coupled.
2. Load where the coupling is directly proportional to the amount of torque being produced
3. Over-run where the behaviour of the LSD determines whether it is 1 way, 1.5 way or 2 way. 1 way LSD’s behave in a similar way to a conventional diff where when the throttle is lifted the LSD unlocks and there is no additional coupling. 2 way LSD’s increase coupling whether the input torque is in forward or reverse. 1.5 way LSD’s are a compromise between the other two.

Generally speaking 1 way coupling is safer particularly with FWD vehicles whilst 2 way coupling which allow the wheels to continue spinning into a corner regardless of throttle input is for more experienced drivers looking for more high performance handling.

A clutch type LSD makes use stacked clutch discs half of which are coupled to the drive-shaft and the other half to the spider gear carrier. The more torque that is applied the greater the pressure on the clutch discs which results in greater coupling of the wheels. As the vehicle turns , pressure rings adjacent to the clutch discs are forced side-ways which results in more pressure on the clutch discs. Cone LSD’s work in a similar fashion using cones instead of clutch stacks.

Clutch type LSD’s generally have very specific ‘break-in’ periods which allow any imperfections on the metal surfaces to be worked out. Failure to follow break-in procedures can result in permanent damage to the LSD.

Geared LSD’s use worm gears rather than clutch plates or cones and ‘sense the torque speed on one shaft and ‘move’ it to the other rather than actively controlling ‘slip’ like the clutch and cone type LSD’s do. Geared LSD’s are more dependent on the actual torque rather than the difference in speed between the output shaft.

 Speed Sensitive LSD

These are generally simpler as they rely on the hydrodynamic friction produced by high viscosity fluids. They make use of a cylindrical chamber filled with a high viscosity fluid. Perforated discs are stacked within the fluid and alternately coupled to one of the drive-shafts or the differential carrier. They rotate with the output shafts. Differential motion such as turning forces the discs to move through the fluid against each other. In some speed sensitive LSD’s the heat produced from constant friction thins out the fluid causing it to expand. This can lead to non-viscous plate to plate friction causing a noticeable reduction in the speed difference between the drive-shafts.

Speed sensitive LSD’s tend to be less efficient due to this loss of power. Sustained heavy loads cause the fluid to thin out resulting in the permanent loss of differential effect. When this happens, they tend to behave in a similar manner to an open differential. Many of these types of LSD are not serviceable and require replacement as the viscous fluid is usually in a sealed unit.

There are other types of speed sensitive LSD’s such as electronic LSD’s which utilise a computer to monitor the speed of each wheel and in cases where one or more wheels are spinning unusually fast, gently apply braking to these wheels which allows the other wheels to increase in speed. On the whole, these systems which often rely on such things as ABS place much less stress on the drivetrain than mechanical LSD.

BITRON AND LSD

Bitron EP40 can be safely used in all types of LSD. Where the LSD is mechanical it is IMPERATIVE that the manufacturers ‘break-in’ procedure is followed to ensure that the LSD operates correctly and no permanent damage is done.  Bitron EP40 SHOULD NOT be used during this settling in period. Once the ‘break-in’ procedure has been followed as per the manufacturer’s directions, Bitron EP40 should be added at between 5% and 10% of the LSD oil capacity. We recommend that if the vehicle is going to be operated under high load, then 10% should be added. Vehicles not operated under consistent high load should add Bitron EP40 at 5% of the LSD oil volume.

With speed sensitive LSD, Bitron EP40 should be added at 10% of the LSD oil volume. This will ensure less heat induced friction extending the life of the viscous oil – generally silicone is used. Bitron EP40 will not react with high viscosity oils in any adverse way.

Whether the vehicle has a mechanical or speed sensitive LSD, Bitron EP40 will place a protective layer over the clutch discs, cones or perforated discs protecting against heat induced friction. This allows greater torque output with less friction to the discs resulting in increased operating life. Bitron EP40 will not cause excessive slippage within the LSD which can result in less power output.

Emissions Test Results 1/7/2009

• Test performed on 2.6L turbo diesel
• 3 runs using dynamometer & 5 gas exhaust analyser @ idle
• 3 runs using dynamometer & 5 gas exhaust analyser @ 80km/hr

Performed with diesel only then diesel and Bitron D110 Diesel Fuel Treatment & Bitron EP20 Engine Treatment after 3 x 100km highway runs – fuel saving of 26% recorded.

Measurements taken by Richard Duduc, AEI Multi Gas Technologies

We previously used around four different products that the “Bitron Penetrating Lubricant” has replaced with much improved results.

-          Tapping, as a tapping lubricant the finish of the threads is much cleaner and requires less force when tapping by hand and we have increased the life of our taps from around 100-150 cut threads to 450-500 threads. At around $80 for a high quality M20 HSS tap equates to a significant saving.

-          On site drilling large holes through plate up to 25mm thick used to present us with a huge problem as there are no sharpening facilities to touch the drill bit up when it gets dull. Previously we would be lucky to get three 20mm diameter holes through 25mm plate before the drill bit would be over heated and extremely dull. We can now easily drill 20+ holes and the drill bit is still in good shape and cool enough to handle with bare hands. Note: the correct speed of the drill bit must still be used.

-          Seized bolts. When we have a severely seized bolt we used to use a freeze and release product with not very good results. An example of our success was a large allen head bolt on a front end loader bucket. We had tried the freeze and release  product as well as shocking with a hammer and even the six foot bar extension off the allen key. We simply heated the bolt only slightly (still just cool enough to touch) and applied “Bitron Penetrating Lubricant” then left it for 10 minutes. The bolt came out without an extension on the allen key……….. I was shocked.

-          We also use the “Bitron Penetrating Lubricant” as a chain lubricant and forklift tine slide lubricant. Our lubricating schedule has been able to be extended from weekly to monthly as these components do not get fouled up with dirt and steel grit as before. Moving the tines on the forklift requires much less force than when using any other product.

“Bitron Penetrating lubricant has increased our productivity and saves us time and money. I would not hesitate to recommend it to anyone”

Nicholas Vowles
Manufacturing Manager
Kattle Gear Australia

Caterpillar 12H

Customer: Cyril Vale – Owner

Mendip Hills Pastoral Company, Jericho QLD

Equipment: Caterpillar 12H Grader;

D6H Dozer;

D85 Komatsu Dozer;

and work utes & trucks

New Caterpillar 12H required scheduled oil sample (SOS) analysis by Hastings Deering under the terms of the manufacturer’s warranty.  As Bi-Tron is a pure petroleum mineral oil, it has not shown as an additive in these tests (such as Teflons or metals) therefore CANNOT void any manufacturer’s warranty.

In 2007 Bi-Tron Engine Treatment, Powertrain & Gear Formulation and Diesel Fuel Conditioner were introduced to the Caterpillar Grader. The machine had 700 hours operation on the clock beforehand.  The first oil sample after the addition of Bi-Tron products was taken at 1000 hours.  Results from this initial treatment below.

The 3^rd and 4^th oil samples showed a further reduction in these contaminants and wear factor.

Using the Caterpillar’s computerised fuel flow meters, fuel consumption was shown to be reduced from 16 litres per hour to 14.12 litres per hour – A reduction of 11.75%

Cyril Vale noted improved general performance, notably power and smoothness.

“I would recommend Bi-Tron in any machine as the fuel savings more than cover the cost of treatment”

WHAT IS DIESEL FUNGUS?

Diesel fungus describes a number of living organisms that can be found in diesel fuel.  They are either fungal or bacterial but both cause similar problems in affected fuel.

WHAT CAUSES DIESEL FUNGUS?

Diesel fungus is caused when moisture or water comes into contact with diesel.  There are a number of ways that this can happen the most common ways being:

• Incorrect handling and storage procedures
• Tanks without adequate seals.
• Diesel left standing for long periods of time allowing moisture to gradually build up
• Diesel stored in tanks that are not full. This can be a particular problem in hot humid areas where the tanks “breathe” causing condensation.

WHAT PROBLEMS CAN DIESEL FUNGUS CAUSE?

• Natural by-products especially organic acids which make the fuel unstable
• Blocked fuel filters
• Reduced power output
• Increased fuel usage.
• Damage to the fuel system

DOES BITRON KILL DIESEL FUNGUS?

Bitron D110 Diesel Fuel Treatment contains a fungicide which is designed to kill most diesel fungus and bacteria.  The product can be used as both a maintenance dose to keep diesel bug at bay in unaffected tanks or as a “kill” dose in tanks already affected with diesel bug.  The amount of product required and treatment procedure varies depending on whether the tank is unaffected or affected by the bug.

WHAT IS A MAINTENANCE DOSE?

Bitron D110 is effective in keeping stored diesel fungus free.  An initial maintenance dose of 3 ml/Litre should be added to a full tank of diesel.  It is important that the tank has not already been infected with diesel fungus otherwise a kill dose should be used instead. Each time the tank is refilled or topped up, Bitron D110 should be added at a ratio of 2 ml/Litre of the top up volume.

INFORMATION REGARDING TREATMENT OF FUNGUS IN DIESEL FUEL (cont)

HOW DO I GET RID OF DIESEL BUG?

If the tank is already infected then the following steps should be followed:

• If there is only a small amount of stored diesel in the storage tank it is often better to empty the tank entirely and thoroughly clean the tank.  DISPOSE of the waste diesel as pumping back in will re-infect the tank.
• If disposing of the contents of the tank is not an option then add Bitron D110 at a ratio of 3ml/Litre of the volume of diesel being treated.  Ensure the product is mixed through the diesel then allow to sit for 48hrs.  The fuel can then be used but is important to use a filtering device when pumping the diesel out as the dead fungus will fall to the bottom of the tank.  When the tank has reached your defined low point, dispose of the leftover diesel and thoroughly clean the tank before refilling.  Continue to treat the diesel at the maintenance level to ensure the fuel does not become infected again.

It is important to note that Bitron D110 will not help in cases where the diesel is exposed to large amounts of water.  Tanks that are heavily infected with bug may require 2 kill doses.

HOW CAN I PREVENT DIESEL BUG?

• Use Bitron D110 regularly in all tanks where diesel is stored
• Ensure tanks are kept full where possible as this reduces the space where moisture can accumulate.  Maintaining a tank at half full allows water to build up which in turn promotes diesel fungus and corrosion in the top half of the tank.
• Tank maintenance – ensure tanks are cleaned regularly to remove moisture, dirt and other particles that can collect.
• Do not store fuel beyond its storage time – in the case of diesel no longer than 12months in cooler climates and between 6-12months in warm humid climates.
• Where the facility exists, water should be removed from the tanks weekly.
• Ensure tanks have a well defined low point where water can collect and be drained.

COMMON DOSAGE AMOUNTS

MAINTENANCE

FUEL ADDED (LITRES)	BITRON DOSE (LITRES)
500	1
1,000	2
2,500	5
5,000	10
10,000	20
15,000	30
20,000	40
25,000	50
30,000	60
35,000	70
40,000	80
45,000	90
50,000	100
100,000	200

INFECTED (KILL) DOSE

WHAT THE VARIOUS CAR COMPANIES SAY

TOYOTA

IS IT NECESSARY TO USE ADDITIONAL FLUIDS AND LUBRICANTS?

Your Toyota is engineered to perform at its best without further additives other than the Toyota Genuine Fluids and Lubricants supplied by your Toyota Service Centre.

Taken from:  http://www.toyota.com.au/faqs?s=41#li41

SHOULD I USE FLUIDS LIKE COOLANTS AND FUEL ENHANCERS?

Your Toyota is engineered to perform at its best without further additives other than the Toyota Genuine Fluids and Lubricants supplied by your Toyota Service Centre.

Taken from:  http://www.toyota.com.au/faqs?s=41#li41

NISSAN

GENUINE LUBRICANTS

Whether your Nissan runs on petrol or diesel, Nissan has an engine oil specifically developed with your vehicle in mind. The Nissan range of Genuine Oils contains formulations that give you superior performance and protection.
How Genuine is your Nissan?

Taken From: http://www.nissan.com.au/webpages/owning/Service_Nissan_Genuine_Parts.html#/genuine-parts/genuine-parts-info

WHAT IS COVERED
Nissan Motor Co. (Australia) Pty. Ltd., (A.B.N. 54 004 663 156) (Nissan) warrants that for a designated period of time or specified mileage as set out under the section titled “NEW VEHICLE WARRANTY PERIOD”, Nissan will repair or replace any part on the vehicle (except for those items listed under the section titled “WHAT IS NOT COVERED”) which proves to be defective in materials or workmanship free of charge, subject to the terms and conditions of this warranty.

Taken From:  http://www.nissan.com.au/webpages/owning/Service_Standard-Warranty-Information.html#/nissan-warranty/warranty-information

GM HOLDEN

WHAT IS COVERED

Every Holden comes with Holden’s New Vehicle Warranty, the vehicle workmanship and materials are covered against defects for the first 3 years, or 100,000kms, whichever comes first. This factory backed warranty includes coverage on the engine, transmission, clutch, interior and exterior components including corrosion.

Taken From: http://www.holden.com.au/owners-info/warranty-info

OIL

Oil

Levels should be checked weekly. Check level when the oil is warm, or when stopping for fuel. Use only specified, recommended grades of oil outlined in the handbook. Oil that is too thin (low viscosity) will increase its consumption, so stick to specified grades. The use of supplemented additives that are not specified in your handbook is not recommended as they will not only increase operating costs but also may be detrimental to the operation of your vehicle.

(Nb: Of course Holden have their OWN RANGE of recommended Additives)

Taken From: http://www.holden.com.au/products-and-services/service-and-parts/maintenance-tips

FORD

Has no information at all about additives and it’s warranty reads the same as Holden’s.

HONDA

GENUINE FLUIDS AND LUBRICANTS

Each of the Genuine Fluids and Lubricants is designed to perform a specific task, which is crucial to the well-being of your Honda. If it carries the Honda logo, you can be assured it is of superior quality. (Once again what Honda are saying is that you should use their fluids and lubricants – ie you should actually use Honda Genuine Oil and not say Mobil One oil for instance) but as in all other manufacturer’s whatever lubricant/additive you choose to use does not affect warranty at all.

TAKEN FROM: http://www.honda.com.au/wps/wcm/connect/internet/honda.com.au/home/owners/service+and+parts/dedicated+honda+care/

What’s covered

• Engine
• Transmission and transaxle assembly
• Suspension and steering
• Fuel, cooling and brake systems
• Air conditioning (if genuine Honda system)
• Electricals and all electronic control units

TAKEN FROM:  http://www.honda.com.au/wps/wcm/connect/internet/Honda.com.au/Home/Owners/Warranty/