The purpose of the ultimate drive gear assembly is to provide the ultimate stage of gear reduction to diminish RPM and increase rotational torque. Typical last drive ratios can be between 3:1 and 4.5:1. It really is because of this that the wheels by no means spin as fast as the engine (in almost all applications) even though the transmission is in an overdrive gear. The ultimate drive assembly is connected to the differential. In FWD (front-wheel drive) applications, the ultimate drive and differential assembly can be found Final wheel drive inside the tranny/transaxle case. In a typical RWD (rear-wheel drive) app with the engine and tranny mounted in leading, the final drive and differential assembly sit in the rear of the vehicle and receive rotational torque from the tranny through a drive shaft. In RWD applications the ultimate drive assembly receives input at a 90° angle to the drive wheels. The ultimate drive assembly must take into account this to drive the rear wheels. The purpose of the differential is certainly to allow one input to drive 2 wheels and also allow those driven wheels to rotate at different speeds as a car goes around a corner.
A RWD final drive sits in the rear of the vehicle, between the two back wheels. It really is located in the housing which also may also enclose two axle shafts. Rotational torque is used in the ultimate drive through a drive shaft that operates between the transmission and the final drive. The ultimate drive gears will consist of a pinion equipment and a ring equipment. The pinion gear gets the rotational torque from the drive shaft and uses it to rotate the band gear. The pinion gear is a lot smaller and includes a much lower tooth count than the large ring equipment. This gives the driveline it’s last drive ratio.The driveshaft provides rotational torque at a 90º angle to the direction that the wheels must rotate. The final drive makes up because of this with the way the pinion gear drives the ring gear within the housing. When setting up or setting up a final drive, the way the pinion gear contacts the ring equipment must be considered. Ideally the tooth contact should happen in the precise centre of the ring gears tooth, at moderate to full load. (The gears drive from eachother as load is certainly applied.) Many final drives are of a hypoid design, which means that the pinion equipment sits below the centreline of the ring gear. This enables manufacturers to lower the body of the automobile (because the drive shaft sits lower) to increase aerodynamics and lower the automobiles center of gravity. Hypoid pinion equipment teeth are curved which causes a sliding action as the pinion gear drives the ring gear. In addition, it causes multiple pinion gear teeth to be in contact with the ring gears teeth making the connection more powerful and quieter. The ring gear drives the differential, which drives the axles or axle shafts which are connected to the trunk wheels. (Differential operation will be explained in the differential portion of this content) Many final drives house the axle shafts, others use CV shafts just like a FWD driveline. Since a RWD final drive is external from the transmission, it requires its oil for lubrication. This is typically plain gear essential oil but many hypoid or LSD last drives require a special kind of fluid. Make reference to the services manual for viscosity and various other special requirements.

Note: If you’re going to change your rear diff fluid yourself, (or you plan on starting the diff up for provider) before you let the fluid out, make sure the fill port can be opened. Absolutely nothing worse than letting liquid out and then having no way of getting new fluid back.
FWD final drives are very simple compared to RWD set-ups. Almost all FWD engines are transverse installed, which means that rotational torque is created parallel to the direction that the wheels must rotate. You don’t have to alter/pivot the path of rotation in the final drive. The ultimate drive pinion equipment will sit on the finish of the output shaft. (multiple output shafts and pinion gears are feasible) The pinion gear(s) will mesh with the ultimate drive ring equipment. In almost all cases the pinion and band gear could have helical cut tooth just like the remaining transmitting/transaxle. The pinion gear will be smaller and have a lower tooth count than the ring equipment. This produces the ultimate drive ratio. The ring gear will drive the differential. (Differential procedure will be explained in the differential section of this article) Rotational torque is sent to the front tires through CV shafts. (CV shafts are commonly known as axles)
An open differential is the most typical type of differential found in passenger cars and trucks today. It is definitely a very simple (cheap) design that uses 4 gears (sometimes 6), that are referred to as spider gears, to operate a vehicle the axle shafts but also permit them to rotate at different speeds if necessary. “Spider gears” is usually a slang term that is commonly used to spell it out all of the differential gears. There are two various kinds of spider gears, the differential pinion gears and the axle part gears. The differential case (not casing) receives rotational torque through the ring equipment and uses it to operate a vehicle the differential pin. The differential pinion gears trip on this pin and are driven by it. Rotational torpue is then transferred to the axle aspect gears and out through the CV shafts/axle shafts to the wheels. If the vehicle is traveling in a directly line, there is absolutely no differential action and the differential pinion gears will simply drive the axle side gears. If the automobile enters a change, the outer wheel must rotate quicker compared to the inside wheel. The differential pinion gears will start to rotate as they drive the axle part gears, allowing the outer wheel to speed up and the inside wheel to decelerate. This design works well as long as both of the powered wheels have got traction. If one wheel does not have enough traction, rotational torque will observe the road of least resistance and the wheel with small traction will spin while the wheel with traction won’t rotate at all. Since the wheel with traction is not rotating, the vehicle cannot move.
Limited-slip differentials limit the amount of differential action allowed. If one wheel starts spinning excessively faster compared to the other (more so than durring regular cornering), an LSD will limit the swiftness difference. That is an benefit over a regular open differential design. If one drive wheel looses traction, the LSD actions allows the wheel with traction to obtain rotational torque and allow the vehicle to go. There are many different designs currently used today. Some work better than others based on the application.
Clutch style LSDs derive from a open differential design. They possess another clutch pack on each of the axle part gears or axle shafts within the final drive casing. Clutch discs sit between the axle shafts’ splines and the differential case. Half of the discs are splined to the axle shaft and the others are splined to the differential case. Friction materials is used to separate the clutch discs. Springs put pressure on the axle part gears which put pressure on the clutch. If an axle shaft wants to spin quicker or slower than the differential case, it must get over the clutch to take action. If one axle shaft attempts to rotate faster compared to the differential case then your other will try to rotate slower. Both clutches will withstand this step. As the rate difference increases, it becomes harder to overcome the clutches. When the automobile is making a good turn at low quickness (parking), the clutches provide little resistance. When one drive wheel looses traction and all the torque goes to that wheel, the clutches resistance becomes much more obvious and the wheel with traction will rotate at (near) the rate of the differential case. This type of differential will likely need a special type of fluid or some type of additive. If the liquid is not changed at the proper intervals, the clutches can become less effective. Resulting in small to no LSD actions. Fluid change intervals vary between applications. There is nothing wrong with this design, but remember that they are only as strong as an ordinary open differential.
Solid/spool differentials are mostly found in drag racing. Solid differentials, like the name implies, are completely solid and will not really enable any difference in drive wheel swiftness. The drive wheels generally rotate at the same swiftness, even in a convert. This is not a concern on a drag race vehicle as drag automobiles are driving in a straight line 99% of the time. This may also be an edge for vehicles that are becoming set-up for drifting. A welded differential is a regular open differential that has experienced the spider gears welded to make a solid differential. Solid differentials certainly are a good modification for vehicles designed for track use. For street make use of, a LSD option will be advisable over a solid differential. Every switch a vehicle takes may cause the axles to wind-up and tire slippage. That is most apparent when generating through a sluggish turn (parking). The result is accelerated tire use and also premature axle failing. One big advantage of the solid differential over the other styles is its strength. Since torque is used right to each axle, there is absolutely no spider gears, which are the weak spot of open differentials.