That is very interesting. In that case providing that enough torque is kept on the axle, the rotating weight that is responsible for lock-up in the forward direction must continue to hold the hook end of the big mass and prevent it from being able to move outwards under increasing centriufugal force at speeds above the normal 25mph cut-off speed?
If the big mass was able to move outwards the diff would disengage, so the back-cut on the hook and rotating weight must then keep them held together....
I for one didn't believe this would be the case, but it could be a useful feature of the differential if it is. Once my own G80 has been modified this should become more obvious, but for the moment noticeable inside wheel slip is only starting to happen at just above the stock unit maximum engagement speed under cornering, so there is no lock up.
Mostly I'm only aware of ANY lock-up when moving slowly on wet grass or mud on the way back to the car trailer!
I was of the belief that the G80 lock-up would cut out at speeds above 30kph, and to avoid push-on oversteer for the same reason as done on the Porsche 928 electronically controlled hydraulic unit.
See 2.00 mins in...
http://www.youtube.com/watch?v=_PoocIsiV2c
With the rear tyre sizes I usually run and only 1060kg of car to propel, I've never been aware of any lock-up being necessary at lower speeds on tarmac.... the rear of the car just squats, grips and bites and very rarely spin at all. I'd assumed I'd hear/ feel it lock on tarmac, as it IS noticeable as it locks on wet grass.....and very effective.
I might try to borrow some wheels with worn out/ skinny tyres just to see if I can keep the wheels locked and spinning above 25mph to test this out for myself.
The autocross video footage sounds like fun......
