Just installed the Guard GT Cup Car LSD in the GT2
#1
10-01-2006, 12:53 AM
Join Date: Dec 2005
Location: North Scottsdale, AZ
Posts: 1,753
Rep Power: 112 
Just installed the Guard GT Cup Car LSD in the GT2
Man this thing is incredible. Got the car back from EVOMS today. This thing makes the car put the power to the ground like never before, it use to try to melt the tires in 2nd and 3rd only, now it's doing it in 4th too
and having some severe wheelhop in 2nd and 3rd with the 19's on. Can't wait to take this thing back to the strip, my 60' times should drop substantially from what they tell me, this thing will greatly help out my lap times on the roadcourse too
. It's supposed to be virtually indestructible. Here's the specs:
The Guard LSD:
Heat treated 4340 Chromoly- far stronger than the Motorsport LSD
Fully adjustable w/ varying ramps and / or locking percentages
Starting in the very middle of the differential, there are four small gears (#10) located on two shafts (#11). These gears are all in the same plane when assembled, which can occur because the shafts are each cut halfway through in the center. This allows the shafts to fit together and form a perfect "X." The small gears (called pinion or spider gears) have holes in them, just slightly bigger than the shafts, which allows them to fit over the open ends of the shafts and spin freely on the shafts. Two larger gears (#8), also called pinion or spider gears, mesh into the four smaller pinion gears. Note that these larger gears are splined on the inside. This is where the stub axles protrude out of the gearbox (where the axles are driven from). Outboard of all of these gears are two large metal blocks (#7), called thrust rings. These thrust rings have notches cut in them where the shafts for the small pinion gears are located and supported. These notches were originally—in all early Porsche limited slips—cut symmetrically. As these differentials progressed, Porsche found that by varying the angles of these notches, they could achieve different amounts of lock-up under certain circumstances. This is going to be a very important feature as we progress in this limited slip analysis. Referring back to our picture, one can see that the thrust rings fit over and surround all of the pinion gears. The large pinion gears protrude through the thrust rings and have splines cut on the outer portion, where the friction discs (#6) are located and driven. Note that the thrust rings each have four protruding square shaped blocks on the very outer diameter. These are held captive inside of the actual differential housing. Referring again to the picture, the friction discs are sandwiched between the thrust ring and an outer plate (#5). These friction discs have a coating on them which is designed to "grip" the surfaces that they touch. It is here that all of the work of the limited slip differential occurs and thus where all of the friction and resulting heat originate. Outboard of the outer plate, is a diaphragm spring (#4). This spring provides the "crush" that keeps all the parts together and provides the "preload" that determines how much friction the differential can generate.
It is important to note that the illustration which I've used to help explain the inner parts of the limited slip differential (Figure 1) has only a single friction disc and outer plate. Multiples of these items are to be found inside many differentials (especially the ones that we are interested in), which allow more available friction surfaces.
After the 356s and prior to about 1984, limited slips were pretty much cut and dry as supplied from the factory in a Porsche. These units were either called 40% or 80% limited slips, depending upon how the friction discs and outer plates were arranged. These limited slips had two sets of friction discs on each side of the thrust rings (for a total of four discs). The 40% limited slips had two of the friction discs against each other, without an outer plate between them. Because the two friction discs touch each other, without an outer plate to separate them, this effectively provides two friction surfaces. Since this occurs on each side of the differential, you
end up with a total of four friction surfaces in the entire differential. The 80% limited slips separated the two friction discs with an outer plate. This provided four friction surfaces on each side of the differential, which makes the 80% limited slip have a total of eight friction surfaces. Although certainly the number friction discs that actually contact the outer plates affect the amount of friction that the differential can generate, the amount of pressure that the diaphragm springs have also influences the amount of friction that the differential can produce. The more friction discs and the higher the preload from the diaphragm springs, the more torque it takes for limited slip to actually slip. The amount of preload can be varied since Porsche offers the outer plates in different thicknesses, which can be used to change the releasing torque.
This is where some of the fun starts. Early 40% limited slips (before 1984, in the 911 series vehicles) were designed to be set up so that it takes between 29 to 58 foot pounds of torque to make the differential slip. The 80% limited slips had higher settings. Beginning with the Carrera models (and on through the C-2 models), limited slips only had room inside for one friction disc and one outer plate on each side (like our illustration has). These limited slips are also called 40% limited slips, but have a setup that only allows 7 to 25 foot pounds of torque (and 25 foot pounds is almost impossible to get) before the unit begins to slip. How can one 40% limited slip have less pressure than another 40% limited slip and still be considered to have the same slip percentage? I have no idea, but this can't be good. We therefore call these single friction disc units "snow only" limited slips. They have limited benefits on the race course, because they release at very low torque numbers. If you have one, lose it for one of the better later limited slips that I'm going to discuss and your lap times will improve instantly!
A quick comment before I move onto the later, more significant limited slips that Porsche has created. The early multiple friction disc limited slips are excellent parts, as long as you keep the torque releasing numbers under control. Obviously, it would be wise to separate the friction discs that are found together on the 40% units in order to get more friction surfaces in contact with outer plates. This will increase the amount of life that the unit offers before needing to be serviced. However, we have found that creating excessive pressures (high release torque numbers) inside of these limited slips can cause extreme handling problems. If the limited slip releases at too high of a pressure, the long sweeping corners can become very difficult to drive, because the limited slips will release at different places in the same comer each consecutive lap. This can force a car to understeer one lap and oversteer the next lap, all in the same corner! Note that this will only occur in the long sweeping style corners. Any tight comer will force the unit to release and this will not be an issue. If you have a 40% or 80% limited slip that your favorite transmission guy has "leaned" on, and your car feels different each and every time you go through turn eight at Willow Springs or any other long sweeping comer, you might note this and discuss it with someone who is familiar with this phenomena.
Now we can move on and discuss the really fun/fast limited slips that Porsche has developed. The first significant change in limited slips was found in the C-2 body style Turbos—both in the 3.3 liter and the 3.6 single turbo versions. They also found their way into the European RS versions of the C-2s. The limited slips offered for these cars were termed 20/100 limited slips. The 20 refers to the amount of locking that these units had under acceleration, and the 100 number refers to the amount of locking that they had under deceleration. Yes, that is correct, the units became 100% locked under braking! Porsche achieved this by changing the symmetrical ramps on the thrust rings which support the small pinion gears. By cutting a shallower angle on one side of these thrust rings, the shafts were able to move and push the thrust rings outward towards the diaphragm springs. This can be clearly seen in Figure 2. The pressure is so high when this occurs, that the friction discs are unable to slip at all. This had very significant effects on these cars and defined what all future limited slips would be like. When the rear tires are locked under deceleration, they are forced to rotate at exactly the same rate. This makes the car push the front end. It was now possible, especially with ABS brakes, to get really deep in a corner, brake when the car was turning and not have the rear of the car instantly spin. Try this in an early car and you will immediately see that it is very difficult, if not impossible, to keep the car from spinning. As soon as you begin accelerating, the shafts rotate back and the limited slip became a 20% limited slip. These units worked fairly well in the Turbo style cars, but didn't work perfectly in the RS style cars. They would allow the inside tire to spin on acceleration, in some instances. This was primarily experienced in the higher torque naturally aspirated models and reared its ugly head when the turbo cars had the engines tweaked. The 20% locking percentage was simply too low to keep the tires from spinning, especially when the shafts slammed back on the steep angles from the locked position. In spite of these problems, Porsche knew that they had created something really significant in the differential department, especially when they combined this effect with ABS braking.
The 993 style street cars with the limited slip option almost all came with a 25/65 limited slip. This provided a 25% locking function under acceleration and a 65% locking function under braking. These limited slips also featured significant increases in the sizes of the internal parts, which made them less prone to wearing out the friction discs (except for a few of the very early versions, which were prone to really awful wear characteristics). These limited slips, along with the next generation ABS systems, really allowed the driver to get into the corner deep and brake hard while the car was turning.
The standard Motorsports version of this limited slip (for the 993 Cup Cars and the 993 RSRs) was designated a 45/65 limited slip. Motorsports also offered differentials and components that allowed one to modify these percentages a fair amount. One could have a 50/80 limited slip, for instance. These 45/65 limited slips and the next generation ABS systems were perhaps the single most significant changes that were made between the C-2 factory race cars and the 993 factory race cars. Sure, the rear suspension changed and this certainly helped make these cars faster, but only when the suspension was correctly adjusted, which happened very infrequently in this country.
This is not the final chapter in this tale. These wonderful 45/65 Motorsport limited slips had a few problems. We (and others) began to see cracks in some of the differential cases at the base of the ring gear. This problem could—and did—lead to some catastrophic failures. Although these failures were certainly caused by material and machining problems, I believe that the sturdiness of the internal components had much to do with the failures. These limited slips were very slow to wear out. Combine this with the effectiveness of the 45% locking function on acceleration and the 65% locking function on deceleration and the case simply was not able to cope with the higher loads generated. The Porsche Factory made billet cases out of chromoly for the GT-1 cars and recommended that all the GT3R vehicles switch to this case. (As far as I can tell, all of the year 2000 GT3Rs came with the cast cases.) These were relatively expensive, but seemed to solve the problems. One of the aftermarket suppliers (Paul Guard at Guard Transmissions) offers these differentials in several versions, all with billet chromoly cases. (Refer to Figure 3). Guard can also provide the racer with thrust rings that have notches cut for different locking ratios. There is enough room on the thrust rings to machine another set of angles that can allow the user to try either a 45/65 locking ratio or a 50/80 locking ratio, which Paul has done on the latest versions. This can be clearly seen in Figure 2. He can also provide the customer with a set of thrust rings that are cut for both a 50/80 locking ratio and an 80/80 locking ratio. The drivers in the GT3R race cars have been using these new higher releasing ratios with outstanding results. The higher 50/80 ratios and 80/80 ratios have shallower ramps on the thrust rings, which provides smoother transition from braking to accelerating than the original 45/60 style differential.
What does this all mean to you, the owner/driver of a club car? Well, if you can get one of these whammy zammy limited slips into a gearbox that you own, you will be totally amazed. Your lap times will improve the very instant that you make the change. Lap time improvements are not insignificant. We have been able to find literally seconds per lap with differential changes and so will you. Although there aren't many guarantees in life, this is certainly one of them
and having some severe wheelhop in 2nd and 3rd with the 19's on. Can't wait to take this thing back to the strip, my 60' times should drop substantially from what they tell me, this thing will greatly help out my lap times on the roadcourse too . It's supposed to be virtually indestructible. Here's the specs:The Guard LSD:
Heat treated 4340 Chromoly- far stronger than the Motorsport LSD
Fully adjustable w/ varying ramps and / or locking percentages
Limited-slip differentials provide lock-up on both acceleration and deceleration. The amount of lock-up on accel and decel can be adjusted by selection of the internal plate sequence. Lock-up on deceleration allows aggressive entry into a turn and late braking, reasons why all Pro race teams (that we are aware of) utilize LSDs, rather than TBDs.
This differential still has the gears that allow the tires to move different distances through a comer, but these gears are kept from spinning freely by a series of friction plates which are held under pressure by a diaphragm spring. Now, as the car goes through the corner, the inside tire no longer moves without being influenced by the distance that the outside tire travels. The friction action attempts to keep these tires moving the same distance until the preset friction force is overcome. This style differential, because it depends upon friction to function, creates heat inside the gearbox. Depending upon the vehicle and the heat generated, this can become a serious issue, and may require that the gearbox oil be cooled. One also needs to remember that any friction that occurs before the power reaches the ground is a loss of acceleration. Simply stated, friction causes heat and takes power to do so. Porsche has made the limited slip differential almost forever, varying the quantity of friction plates and the spring pressures from model to model.
In order to understand how the Porsche limited slips function and how they have changed over the years, we need to try and understand the pieces inside the differential. I have borrowed a picture from the Porsche Workshop Manuals (Figure 1) in order to help explain the function of the limited slip differential.
This differential still has the gears that allow the tires to move different distances through a comer, but these gears are kept from spinning freely by a series of friction plates which are held under pressure by a diaphragm spring. Now, as the car goes through the corner, the inside tire no longer moves without being influenced by the distance that the outside tire travels. The friction action attempts to keep these tires moving the same distance until the preset friction force is overcome. This style differential, because it depends upon friction to function, creates heat inside the gearbox. Depending upon the vehicle and the heat generated, this can become a serious issue, and may require that the gearbox oil be cooled. One also needs to remember that any friction that occurs before the power reaches the ground is a loss of acceleration. Simply stated, friction causes heat and takes power to do so. Porsche has made the limited slip differential almost forever, varying the quantity of friction plates and the spring pressures from model to model.
In order to understand how the Porsche limited slips function and how they have changed over the years, we need to try and understand the pieces inside the differential. I have borrowed a picture from the Porsche Workshop Manuals (Figure 1) in order to help explain the function of the limited slip differential.
Starting in the very middle of the differential, there are four small gears (#10) located on two shafts (#11). These gears are all in the same plane when assembled, which can occur because the shafts are each cut halfway through in the center. This allows the shafts to fit together and form a perfect "X." The small gears (called pinion or spider gears) have holes in them, just slightly bigger than the shafts, which allows them to fit over the open ends of the shafts and spin freely on the shafts. Two larger gears (#8), also called pinion or spider gears, mesh into the four smaller pinion gears. Note that these larger gears are splined on the inside. This is where the stub axles protrude out of the gearbox (where the axles are driven from). Outboard of all of these gears are two large metal blocks (#7), called thrust rings. These thrust rings have notches cut in them where the shafts for the small pinion gears are located and supported. These notches were originally—in all early Porsche limited slips—cut symmetrically. As these differentials progressed, Porsche found that by varying the angles of these notches, they could achieve different amounts of lock-up under certain circumstances. This is going to be a very important feature as we progress in this limited slip analysis. Referring back to our picture, one can see that the thrust rings fit over and surround all of the pinion gears. The large pinion gears protrude through the thrust rings and have splines cut on the outer portion, where the friction discs (#6) are located and driven. Note that the thrust rings each have four protruding square shaped blocks on the very outer diameter. These are held captive inside of the actual differential housing. Referring again to the picture, the friction discs are sandwiched between the thrust ring and an outer plate (#5). These friction discs have a coating on them which is designed to "grip" the surfaces that they touch. It is here that all of the work of the limited slip differential occurs and thus where all of the friction and resulting heat originate. Outboard of the outer plate, is a diaphragm spring (#4). This spring provides the "crush" that keeps all the parts together and provides the "preload" that determines how much friction the differential can generate.
It is important to note that the illustration which I've used to help explain the inner parts of the limited slip differential (Figure 1) has only a single friction disc and outer plate. Multiples of these items are to be found inside many differentials (especially the ones that we are interested in), which allow more available friction surfaces.
After the 356s and prior to about 1984, limited slips were pretty much cut and dry as supplied from the factory in a Porsche. These units were either called 40% or 80% limited slips, depending upon how the friction discs and outer plates were arranged. These limited slips had two sets of friction discs on each side of the thrust rings (for a total of four discs). The 40% limited slips had two of the friction discs against each other, without an outer plate between them. Because the two friction discs touch each other, without an outer plate to separate them, this effectively provides two friction surfaces. Since this occurs on each side of the differential, you
end up with a total of four friction surfaces in the entire differential. The 80% limited slips separated the two friction discs with an outer plate. This provided four friction surfaces on each side of the differential, which makes the 80% limited slip have a total of eight friction surfaces. Although certainly the number friction discs that actually contact the outer plates affect the amount of friction that the differential can generate, the amount of pressure that the diaphragm springs have also influences the amount of friction that the differential can produce. The more friction discs and the higher the preload from the diaphragm springs, the more torque it takes for limited slip to actually slip. The amount of preload can be varied since Porsche offers the outer plates in different thicknesses, which can be used to change the releasing torque.
This is where some of the fun starts. Early 40% limited slips (before 1984, in the 911 series vehicles) were designed to be set up so that it takes between 29 to 58 foot pounds of torque to make the differential slip. The 80% limited slips had higher settings. Beginning with the Carrera models (and on through the C-2 models), limited slips only had room inside for one friction disc and one outer plate on each side (like our illustration has). These limited slips are also called 40% limited slips, but have a setup that only allows 7 to 25 foot pounds of torque (and 25 foot pounds is almost impossible to get) before the unit begins to slip. How can one 40% limited slip have less pressure than another 40% limited slip and still be considered to have the same slip percentage? I have no idea, but this can't be good. We therefore call these single friction disc units "snow only" limited slips. They have limited benefits on the race course, because they release at very low torque numbers. If you have one, lose it for one of the better later limited slips that I'm going to discuss and your lap times will improve instantly!
A quick comment before I move onto the later, more significant limited slips that Porsche has created. The early multiple friction disc limited slips are excellent parts, as long as you keep the torque releasing numbers under control. Obviously, it would be wise to separate the friction discs that are found together on the 40% units in order to get more friction surfaces in contact with outer plates. This will increase the amount of life that the unit offers before needing to be serviced. However, we have found that creating excessive pressures (high release torque numbers) inside of these limited slips can cause extreme handling problems. If the limited slip releases at too high of a pressure, the long sweeping corners can become very difficult to drive, because the limited slips will release at different places in the same comer each consecutive lap. This can force a car to understeer one lap and oversteer the next lap, all in the same corner! Note that this will only occur in the long sweeping style corners. Any tight comer will force the unit to release and this will not be an issue. If you have a 40% or 80% limited slip that your favorite transmission guy has "leaned" on, and your car feels different each and every time you go through turn eight at Willow Springs or any other long sweeping comer, you might note this and discuss it with someone who is familiar with this phenomena.
Now we can move on and discuss the really fun/fast limited slips that Porsche has developed. The first significant change in limited slips was found in the C-2 body style Turbos—both in the 3.3 liter and the 3.6 single turbo versions. They also found their way into the European RS versions of the C-2s. The limited slips offered for these cars were termed 20/100 limited slips. The 20 refers to the amount of locking that these units had under acceleration, and the 100 number refers to the amount of locking that they had under deceleration. Yes, that is correct, the units became 100% locked under braking! Porsche achieved this by changing the symmetrical ramps on the thrust rings which support the small pinion gears. By cutting a shallower angle on one side of these thrust rings, the shafts were able to move and push the thrust rings outward towards the diaphragm springs. This can be clearly seen in Figure 2. The pressure is so high when this occurs, that the friction discs are unable to slip at all. This had very significant effects on these cars and defined what all future limited slips would be like. When the rear tires are locked under deceleration, they are forced to rotate at exactly the same rate. This makes the car push the front end. It was now possible, especially with ABS brakes, to get really deep in a corner, brake when the car was turning and not have the rear of the car instantly spin. Try this in an early car and you will immediately see that it is very difficult, if not impossible, to keep the car from spinning. As soon as you begin accelerating, the shafts rotate back and the limited slip became a 20% limited slip. These units worked fairly well in the Turbo style cars, but didn't work perfectly in the RS style cars. They would allow the inside tire to spin on acceleration, in some instances. This was primarily experienced in the higher torque naturally aspirated models and reared its ugly head when the turbo cars had the engines tweaked. The 20% locking percentage was simply too low to keep the tires from spinning, especially when the shafts slammed back on the steep angles from the locked position. In spite of these problems, Porsche knew that they had created something really significant in the differential department, especially when they combined this effect with ABS braking.
The 993 style street cars with the limited slip option almost all came with a 25/65 limited slip. This provided a 25% locking function under acceleration and a 65% locking function under braking. These limited slips also featured significant increases in the sizes of the internal parts, which made them less prone to wearing out the friction discs (except for a few of the very early versions, which were prone to really awful wear characteristics). These limited slips, along with the next generation ABS systems, really allowed the driver to get into the corner deep and brake hard while the car was turning.
The standard Motorsports version of this limited slip (for the 993 Cup Cars and the 993 RSRs) was designated a 45/65 limited slip. Motorsports also offered differentials and components that allowed one to modify these percentages a fair amount. One could have a 50/80 limited slip, for instance. These 45/65 limited slips and the next generation ABS systems were perhaps the single most significant changes that were made between the C-2 factory race cars and the 993 factory race cars. Sure, the rear suspension changed and this certainly helped make these cars faster, but only when the suspension was correctly adjusted, which happened very infrequently in this country.
This is not the final chapter in this tale. These wonderful 45/65 Motorsport limited slips had a few problems. We (and others) began to see cracks in some of the differential cases at the base of the ring gear. This problem could—and did—lead to some catastrophic failures. Although these failures were certainly caused by material and machining problems, I believe that the sturdiness of the internal components had much to do with the failures. These limited slips were very slow to wear out. Combine this with the effectiveness of the 45% locking function on acceleration and the 65% locking function on deceleration and the case simply was not able to cope with the higher loads generated. The Porsche Factory made billet cases out of chromoly for the GT-1 cars and recommended that all the GT3R vehicles switch to this case. (As far as I can tell, all of the year 2000 GT3Rs came with the cast cases.) These were relatively expensive, but seemed to solve the problems. One of the aftermarket suppliers (Paul Guard at Guard Transmissions) offers these differentials in several versions, all with billet chromoly cases. (Refer to Figure 3). Guard can also provide the racer with thrust rings that have notches cut for different locking ratios. There is enough room on the thrust rings to machine another set of angles that can allow the user to try either a 45/65 locking ratio or a 50/80 locking ratio, which Paul has done on the latest versions. This can be clearly seen in Figure 2. He can also provide the customer with a set of thrust rings that are cut for both a 50/80 locking ratio and an 80/80 locking ratio. The drivers in the GT3R race cars have been using these new higher releasing ratios with outstanding results. The higher 50/80 ratios and 80/80 ratios have shallower ramps on the thrust rings, which provides smoother transition from braking to accelerating than the original 45/60 style differential.
What does this all mean to you, the owner/driver of a club car? Well, if you can get one of these whammy zammy limited slips into a gearbox that you own, you will be totally amazed. Your lap times will improve the very instant that you make the change. Lap time improvements are not insignificant. We have been able to find literally seconds per lap with differential changes and so will you. Although there aren't many guarantees in life, this is certainly one of them
#3
10-01-2006, 02:40 AM
Congrats on the new diff.. But excuse me, im confused, it use to want to melt the tires in 2nd and 3rd but now does it in 4th instead too, meanwhile it puts the power down better then ever?
#4
10-01-2006, 07:28 AM
I don't get that either. Melting the tires is the complete opposite of what an LSD should do. An LSD should put the power down effectively without time costing wheelspin.
Does it have shorter gear ratios? That would explain it I guess.
Does it have shorter gear ratios? That would explain it I guess.
Last edited by AriciU; 10-01-2006 at 07:34 AM.
#5
10-01-2006, 07:44 AM
Basic Sponsor
Very nice write up Joe... congrats...
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2001 996TT 3.6L and stock ECU
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2001 996TT 3.6L and stock ECU
9.66 seconds @ 147.76 mph 1/4 mile click to view
160 mph @ 9.77 seconds in 1/4 mile click to view
50% OFF ON PORSCHE ECU TUNING BLACK FRIDAY SPECIAL
#6
10-01-2006, 10:28 AM
Registered User
Join Date: Mar 2005
Location: Minneapolis, Mn
Age: 48
Posts: 16,073
Rep Power: 1069
It melts street tires. Once he gets his other tires on, good things will happen. The Conti's dont do much for traction once you are over 700hp in any application.
#7
10-01-2006, 10:48 AM
Originally Posted by LUIS95993
The patch you left next to my car today on the highway (at over 70mph) was pretty crazy.
wow that must have been an amazing site
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#9
10-01-2006, 11:50 AM
Join Date: Dec 2005
Location: North Scottsdale, AZ
Posts: 1,753
Rep Power: 112
The tires melt with the 19's on because they are 25 series with almost no sidewall, therefore almost no flex, they are also speed rated to 224mph so they compound is rather hard. Once the 18's are back on, I'll be able to use all of that power much much efficiently. I'm running 18 inch RA1's with a 335 in the rear for the track (a much softer compound) and drag radials for the drag strip.
#10
10-01-2006, 12:35 PM
Congrats Joe! Sounds like an excellent mod.
I haven't found a need for an LSD yet with my car since both of my tires always spin under acceleration (open diffs do that when accelerating in a straight-line...and I never accelerate hard while in turns). I don't run regular street tires, only R-compounds or drag radials, so I haven't found traction to be a problem, even at the track. I've actually found my traction to be excellent.
But....it's very good to know that I can use your experience and research with your LSD should I ever want to go with one in the future. That thing looks rock-solid, and is probably the one I'd go with if I were installing one. Thanks for the great info
I haven't found a need for an LSD yet with my car since both of my tires always spin under acceleration (open diffs do that when accelerating in a straight-line...and I never accelerate hard while in turns). I don't run regular street tires, only R-compounds or drag radials, so I haven't found traction to be a problem, even at the track. I've actually found my traction to be excellent.
But....it's very good to know that I can use your experience and research with your LSD should I ever want to go with one in the future. That thing looks rock-solid, and is probably the one I'd go with if I were installing one. Thanks for the great info
Last edited by Divexxtreme; 10-01-2006 at 11:16 PM.
#11
10-01-2006, 10:54 PM
Originally Posted by iLLM3
Congrats on the new diff.. But excuse me, im confused, it use to want to melt the tires in 2nd and 3rd but now does it in 4th instead too, meanwhile it puts the power down better then ever?
Renntech- what %'s lockup did you get? I am thinking about putting one in my 930.
#13
10-02-2006, 01:24 PM
Registered User
Join Date: Jul 2004
Location: Bay Area, California
Posts: 739
Rep Power: 49
I installed one of those in my 993tt. It really helped keep the car pointed straight when going WOT. I use to get torque steer from my old blown factory unit. The stock one was pretty fragile. It only took a few hot laps on my local route spinning the inside tire to cook it.
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