All a locker does is put a slip clutch on a wheel. If a rear wheel starts rolling faster then the rpm of power being applied, it is released and rolls free. Power is only applied to a rear wheel, when it's current rolling speed is below the potential drive rpm. Between entry and the pivot point, even with a locker it's usually where slowing down is done. If your slowing down anyway there should be no need for a locker, but there is. Even though your slowing down it allows for a better grip distribution across the back and allows for maintaining more momentum and speed from entry to the pivot. It keeps some forward effort from being applied to the outside rear tire, by letting the outside rear free roll. The reduction of need to drive forward with the outside rear, allows for more lateral grip at the outside rear. Your still in the process of slowing down, but your now able to hold the back in better, because the outside rears grip has been adjusted to a higher lateral grip level. You still can't go any faster then grip at the rear will allow for, but once you have slowed to match up grip with speed, it makes it easier for the driver to maintain maximum momentum. ... as in see my signature below and understand a little better the "insert arc" part of it. ...
edit to the above: I said outside rear free rolls but it really doesn't matter which rear free rolls. The help is still which ever tire is free rolled, can gain increased lateral grip.
With a staggered solid axle and the LR loaded enough, we slip the RR by lack of load and carry more momentum. If you get a chance to watch Winged Springs under the right track conditions, what happens to the loading of the rear tires at the end of the straight, on to just past turn entry will sometimes show itself very clearly. You will see the LR slip just before the end of the straight, when the RR takes over control of acceleration and the axle shifts into high gear. If conditions are right and you can see it, it will become clear what your seeing is the RR taking over, >prior to the start of turn in<. I'm not sure nor a driver, but I think the RR taking over at the end of the straight is also(maybe) what gives the driver the seat of the pants cue there at the limit of things. I say that because how soon or later turn in occurs afterwords, makes a huge difference. First the car has to be setup well so needed dynamics can occur. And second it's about how the driver reacts and automatically or intentionally keys in on the seat of the pants cues the car gives them. A kart with a staggered solid axle or anything racing oval with a solid staggered axle works the same under ideal conditions. It's just that because of differing abilities of what you race to operate in the ideal manner, the cues become less telling to the driver. Thinking about the last statement makes me think maybe a kart is the greatest training ground of oval racing because without suspension, seat of the pants cues to the driver are enhanced. but that is all just IMHO and ain't necessarily right anyway. ...
thanks for reviving this thread it was fun to thunk about again while writing and having my morning coffee. ...
