LSD search

[buZy]

Where can i get a new Nismo clutch style LSD for my r-200? Don't yet know if I have the 10 or 12mm ring gear.

Thanks!

[fl327]

courtesy nissan

msa

?

[zguitar71]

Courtesy Nissan and MSA and Precision Gear all sell them; Quaife makes a LSD that has both 10 and 12 mm holes. I do not think the Nismo LSD comes with 10mm holes any more, you will have to use bolt spacers (search there is plenty of info on them) if you have a 10mm ring gear.

[PUSHER]

They stopped making 10mm Nismo Units, and I'm not really sure if they had a 12mm version Nismo Unit. Now, From what ive heard, you can use a Nismo unit for a 240sx, althought i'm still not quite 100% sure.

 

Some reading.

http://forums.hybridz.org/showthread.php?t=92808&highlight=240sx

[fl327]

My Lsd hits hard as hell.

[buZy]

Interesting read! Though I am not out to change over my half shafts which have held up great so far.

 

True or false......

The qualife units tend to have a stronger lock up characteristic not so ideal for cornering? I'm not drag racing out more for road handling. My diff is open now so when cornering with street tires the inside wheel lifts and spins easy. Not good for an open 2 pinion diff as I have heard the diff gears can fail when subjected to the single wheel spinning situation. So upgrading to 4 pinion clutch style would be much stronger with the addition of some increased traction.

Still learning about this as much as I can. Thanks everyone!

[Guest DiZeased_240]

Actually the quaife is excellent for road racing. Probably the most experienced road racer on the board, JohnC, used a quaife in his car for seems like the past five years. I think there are several lengthy discussions about clutch-type vs. quaife lsd. Do a search for quaife and you should find plenty of answers.

[Guest 240zJake]

Here is some info from Sport Compact Car on Quaife vs clutch type

 

 

 

Aftermarket diffs come in two basic flavors: clutch-type diffs like the KAAZ or Cusco units, or helical-gear differentials like the Quaife. Which is best depends on what you want to do.

 

In a clutch-type diff, the stack of clutch plates actually touch each other, and as torque is applied, they get rammed together even harder. This makes a clutch-type diff fast to react, since it only takes torque, not an actual change in wheel speed, to make the diff tighten. There's also some base resistance, depending on how much pre-load is on the clutch pack.

 

Another clutch diff advantage is adjustability. You can change how many plates are used and you can adjust the pre-load on the plates. Each adjustment requires a teardown, but at least it can be done.

 

The Quaife differential works on an entirely different principal. Each axle is attached to a gear, called the sun gear, and each sun gear has several small gears around it called planet gears. The planet gears from one side mesh with the planet gears from the other side, so when you put both drive wheels in the air and turn the left wheel clockwise, the left planet gears turn counterclockwise. They turn the right planet gears clockwise, which turn the right wheel counterclockwise. In other words, the wheels spin in opposite directions just like a normal open differential.

 

The magic comes from all the gears having their teeth cut helically. That means the teeth are angled so that if the gear were long like a log, the gears would spiral around the log in a helix. When you put a big load on a pair of helically cut gears, there's a reaction force pushing them sideways.

 

Look directly at the interface between two gear teeth and the reason for this sideways force is pretty obvious. The gear teeth meet at an angle, and when you try to push straight through an angled interface like that, you get shoved sideways. The latch on the front door of your house works the same way. Close the door until the latch touches the striker plate and you have a similarly angled interface. Push straight on the door, and the sideways reaction force pushes the latch into the door. In a helical differential like the Quaife, the reaction force shoves the sun and planet gears sideways, where they rub against the ends of their housings. This rubbing encourages both wheels to turn together.

 

The reaction force only happens if there's some resistance to your shove, though. If there was no resistance in our door latch example, the doorframe would just fall over. If there's no resistance from the other gear, it will just turn. This is why, technically, a helical limited slip isn't really a limited slip. Put one wheel on ice and the other on pavement, and there won't be enough resistance to prevent all the power from going to the ice.

 

This is why Quaife prefers the term "torque-biasing differential." Put both tires on pavement and go around a corner, however, and if the engineers who picked the gear angles did their jobs, the gears will send more torque to the grippier outside tire in just the right proportions to keep the inside tire from spinning.

 

If you're drag racing, where one of the diff's primary functions is to do good burnouts, a clutch-type limited slip is the better choice. As soon as torque is applied, the clutch plates will get shoved together, locking the wheels into perfect unison no matter what. If someone didn't water the burnout box evenly, a Quaife may spin one wheel more than the other. On the launch, where there's more grip, it will work properly, but everyone will still be laughing about your peg-leg burnout.

 

I don't really care about burnouts, though, and a Quaife will give all the grip needed at the launch of our one drag racing attempt. After that, if I still have a job, it's all about handling, and that's where the Quaife has the advantage. Driving style has a lot to do with what kind of differential you prefer, but I prefer a car with neutral, predictable handling and a smooth, progressive transition to oversteer. A clutch-type limited slip will tend to be more aggressive in locking the two rear wheels together under acceleration. With both wheels trying to go the same speed, the car will try desperately to go straight. That means understeer.

 

A two-way clutch type, which is active under engine braking as well as acceleration, you'll get understeer going into the corner as well as coming out. The Quaife is effectively an open diff coming into a corner, so steering feel is completely unchanged. As you power out of the corner, it prevents wheelspin, but doesn't seem to create the battle between the front and rear tires a tight clutch-type diff does. In theory, a one-way or 1.5-way clutch diff could be adjusted properly to do the same thing, but in our experience, the helical differentials are almost always smoother and more seamless as they go about their job.

 

[PUSHER]

Interesting read! Though I am not out to change over my half shafts which have held up great so far.

 

So do you have to change out your halfshafts when you get a kaaz lsd? This is what im confused about, i'm not 100% sure if its a direct boltin(minus spacers) into a datsun r200.

[JMortensen]

PUSHER-- You keep asking the same question.

 

If you get an LSD made for the 240SX that originally came with VLSD, then you need to change the halfshafts (and probably modify them to work).

 

If you get an LSD made for the 240SX that originally had an open diff, then the R200 Z halfshafts will plug right into the carrier.

 

From the other thread:

 

Okay I'll try and answer everyones questions' date=' but there is a lot of information so I'm going to try and get my thoughts out.

 

First of all the R200 (200mm ring gear) has two basic versions: Long nose and Short nose.

Long nose:

The ring gear in the long nose R200 came in 10mm and 12mm.

This is simply the size of the bolt use to hold the ring gear to the carrier.

10mm R200's came in 280Z, 280ZX, 300ZX (Z31) till around 1987.

12mm R200's came in 200SX, 300ZX (Z31) from 1987 -Z31 Turbo came with LSD, '88 SS Turbo came with VLSD.

 

Short nose:

These are the ones that came in 240SX, N/A 300ZX and others.

They came in open an VLSD versions.

 

[b']Output shafts are not interchangeable between VLSD's and others.[/b]

 

Also there are be other cars that came with these diffs. that I have not mentioned.

The carrier is interchangable between the Long nose and the short nose.

 

This means any aftermarket LSD made for the 240SX will fit into the Long nose case. Both open and VLSD pieces are available so care must be taken when picking parts. For most applications here you will not want the VLSD unless you can work with it's output shafts.

 

I used KAAZ part number SAN2655 (2 way).

This is listed in the KAAZ catalog for '89-'98 240SX and some others.

I run a 3.7 gear.

It does make noise mostly turning under light power at slow speeds but it works as it should. Hit the gas and it locks.

 

If you're wanting to put a VLSD into a Long nose R200; it should go.

You just have to work with it's output shafts.

 

Sparky I think you will find the S14 halfshafts to long for a Z.

 

If anyone has any corrections to this information please share.

 

Chris

[dead2me]

Precision Gear makes a PowerBrute 4 Pinion Clutch-Type LSD carrier for the R200 with 12mm ring gear bolts... 603 plus shipping... Brand new..

http://www.precisiongear.com/powerbrute.htm

 

LOM59-12

R200 W/12MM BOLTS

ALL

29

[2126]

Precision Gear makes a PowerBrute 4 Pinion Clutch-Type LSD carrier for the R200 with 12mm ring gear bolts... 603 plus shipping... Brand new..

http://www.precisiongear.com/powerbrute.htm

 

LOM59-12

R200 W/12MM BOLTS

ALL

29

 

Yep! That's the one! They work really well, doen't cost $800.00 plus, and you won't have to wait weeks and weeks to get it. These puppies are DURABLE as well. The folks at Precision Gears are true professionals. Give then a call!