911 limited slip differential.
Discussion
I was talking to a porsche service guy about various aspects of the car.
One thing that came up is that the LSD fitted to later 911 is of a multi plate slipping clutch type.
I am led to beleive that by fitting a mechanical geared G50 torsion type LSD there are some good improvements to be made.
has anyone fitted one of these to a 964/993 and able to comment please?
>>> Edited by clubsport on Sunday 25th January 18:25
One thing that came up is that the LSD fitted to later 911 is of a multi plate slipping clutch type.
I am led to beleive that by fitting a mechanical geared G50 torsion type LSD there are some good improvements to be made.
has anyone fitted one of these to a 964/993 and able to comment please?
>>> Edited by clubsport on Sunday 25th January 18:25
There are two common types of LSD:
ZF/Salisbury/plate type, uses direct friction to modulate torque to both wheels
Torsen/Quaiffe geared type, uses internal friction within geared centre to modulate torque
For road use and in inclement conditions the Torsen (or torque sensing) diff will continuously alter torque up to its bias ratio limit, usually 2.5 or 3 to one, i.e you can have a maximum of 3 times the torque on one wheel compared with the other. However if a wheel clears the ground completely drive is momentarily lost to the other wheel.
The ZF is generally preferred in racing because it can be easily adjusted by altering the preload on the internal friction plates, if one wheel slips the plates lock drive completely and thus all the torque can be transmitted to the other side. Tends to be less progressive in use and can be quite agressive.
The ZF was used in all 911RS models up to the 993, whereas a Torsen type was fitted to the 968 Clubsport.
In my opinion (for what it is worth) I would not change either for the other in a road car, stay with whatever you have. If you have a standard or Open diff the Torsen is probably a better choice for the road. For track use I would always select a ZF. We have a few listed on our website if anyone wants to see what they look like.
ZF/Salisbury/plate type, uses direct friction to modulate torque to both wheels
Torsen/Quaiffe geared type, uses internal friction within geared centre to modulate torque
For road use and in inclement conditions the Torsen (or torque sensing) diff will continuously alter torque up to its bias ratio limit, usually 2.5 or 3 to one, i.e you can have a maximum of 3 times the torque on one wheel compared with the other. However if a wheel clears the ground completely drive is momentarily lost to the other wheel.
The ZF is generally preferred in racing because it can be easily adjusted by altering the preload on the internal friction plates, if one wheel slips the plates lock drive completely and thus all the torque can be transmitted to the other side. Tends to be less progressive in use and can be quite agressive.
The ZF was used in all 911RS models up to the 993, whereas a Torsen type was fitted to the 968 Clubsport.
In my opinion (for what it is worth) I would not change either for the other in a road car, stay with whatever you have. If you have a standard or Open diff the Torsen is probably a better choice for the road. For track use I would always select a ZF. We have a few listed on our website if anyone wants to see what they look like.
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