NOTE: I am not an engineer, a race car driver, or a technical writer.  These are strictly my subjective opinions from very limited use (so far).  I will be updating my opinions in this section periodically as I spend more time on the track.

2/18/2001 - Since completing the recent installation, I'm taking it easy and putting on the break-in miles.  So far I can say that it has some great traction in the snow (especially with snow tires).  I can feel no adverse affects from the operation of the torque-biasing differential, and no abnormal noise is present either (which could have occurred if there had been any significant ring gear runout - looks like the proper ring gear/diff post-assembly machining did its job!)

3/2001 - Street use - I can't say that I notice much of a difference in daily driving (probably because I don't drive like an idiot on the street).  I feel less understeer when applying power on tight highway on-ramps.  Acceleration from a stop also feels improved due to better traction as both wheels do their part in launching the car.

4/1/2001 - Track use - A two-day track event at Gingerman Raceway (see writeup HERE) provided an excellent opportunity to get the feel of the diff's effects - especially since I've driven several hundred laps on this track in the past.

Gingerman Raceway's turn 2 is a tight 150-degree turn that is slightly uphill (see a large map HERE).  Those of us driving Saturns enter this turn at the middle of 3rd gear, and there is really no fast way around this turn.  The car begins to understeer even before the apex of this tight turn, and the front inside wheel begins to spin soon after passing the apex allowing revs to rise as the car is trying to pull out of the corner.

During the 50 - 75 laps that I drove during this weekend, I'm able to say that the diff makes a very noticeable difference.  Understeer in this corner now felt to be virtually non-existent, giving the car better balance as all four wheels now had more equal cornering grip.  I couldn't feel any loss of traction from the front inside wheel either.  Since both wheels were now pulling with better traction (and one was no longer spinning uncontrollably), revs remained lower and the car actually felt like it was lugging a bit more than previously since it was now in the lower-RPM range of 3rd gear.

Turn 6 is also quite tight, and the car also used to lose traction on the front inside wheel on this turn.  Now, it was much easier to pull out of the turn while applying power and not losing traction.

4/21/2001 - Dragstrip - With less wheelspin on launch, a few more RPMs are required so the motor doesn't bog.  Sixty-foot times have shown improvement, and I've picked up 4 tenths (judging from best prior time vs. 7 runs on this date).  Not bad.  Only time will tell though whether the car is consistent in future visits and those 4 tenths are repeatable (and can solely be attributed to the diff).  I will post more information here in the future.

6/30/2001 - Dyno - I am extremely happy that the diff doesn't appear to significantly impact power output.  Since the motor is now driving two wheels, I had expected to see the HP numbers fall a bit - but that was not the case.  You can see the dyno charts HERE.

6/21/2003 - The diff has been in my '94 SC2 for about 22,000 miles.  With my '92 SC ready to take over track duties, I removed the transmission (with the diff) from my '94 and installed it in my '92.

Centerforce Dual-Friction Clutch - My opinions on the performance and feel of the Centerforce dual-friction clutch can be seen in my modifications section.