Hi every one,

Monza is not one of my favorite track but it does offer a few challenges.

One of the main problem is applying power out of the "Curva Grande" and "Parabolica".
Trying to go through "Curva Grande" WOT is feasible but not without lowering the diff lock.
For the The "Parabolica", the second we try to floor it, the rear end goes out and the car rotates with out asking.

It all comes down to: The Differential

From “Four-Wheel Drift” by By STEVE SMITH, Page 54

1- Alison Hine uses the tire temps to help adjust the differential. Taking a reading coming off the Parabolica - where you’re most likely to get wheelspin - she looks at the temp of the inside (RR) tire. If it’s higher than the outside tire temp - which would normally be the hotter of the two - she knows she’s spinning the inside tire, and adds a clutch or two until the temp drops. She knows she’s gone too far when both tires break loose together, sending the car into snap oversteer. Then she removes one clutch - the inside tire should now begin to spin just before the outside tire breaks loose.

2- Doug Arnao’s view, the single overriding concern of any and all setups in “GPL” is to get the car to “accept the power,” in his words, when you put your foot in it. The ultimate “traction control” is, of course, your right foot (if that’s what you’re using for the “gas pedal”), but no matter how well the rest of your setup is working, it will all come to nought if you can’t get on the throttle sooner rather than later.

Personally, on the power side, I went down to 10% lock and 1 clutch then started to add some.


Finally found some text that clears out a specific point:

Percent Locking/Anti Slip Effectiveness

Early Limited Slip differentials (such as the Porsche ZF units) would not list the ramp angle in their specification. Rather they would use a percentage value to indicate the “percentage of anti slip”. So a “40% LSD” would have more slip than an “80% LSD”. Higher numbers equates to lower slip levels (or higher locking). This nomenclature was easier to use especially in early differentials that were symmetric 2 way designs.

Early Porsche ZF LSDs used 30 degree symmetric ramps. By varying the number of friction disks in the clutch pack, you could either create a 40% (2 friction disks), or a 80% (4 friction disks). Later Porsche LSDs used asymmetric designs, but they still used percentage values instead of ramp angles. In general a shallow ramp angle (smaller angle value) will result in a larger locking percentage and visa versa. So for example a 30 degree ramp may result in 80% locking and a 90 degree ramp may result in 0 % locking.

Most LSD manufactures list percent locking/anti-slip values instead of ramp angles as ramp angle is just part of the equation that defines the level of anti-slip. Be careful to not confusion percentage values with ramp angle values.