Looking for a 95 993 with lsd
11-28-2007, 01:18 AM
#1
Track Day
Thread Starter
Join Date: Sep 2007
Posts: 16
Likes: 0
Received 0 Likes
on
0 Posts
Looking for a 95 993 with lsd
11-30-2007, 06:04 PM
#5
Rennlist Member
ok, I'll bite on this thread.
I'm about to get a '95 C2, it does not have LSD but one could be added later (as well as suspension upgrades, etc), right ?
I'm about to get a '95 C2, it does not have LSD but one could be added later (as well as suspension upgrades, etc), right ?
11-30-2007, 09:19 PM
#6
Three Wheelin'
Trending Topics
12-01-2007, 11:42 AM
#11
GT can rebuild the stock 2 disk lsd into a 4 disk unit. That would be the most reasonably priced option.
If the car doesn't have an lsd one can be added after the fact, but it will be more expensive.
If the car doesn't have an lsd one can be added after the fact, but it will be more expensive.
12-01-2007, 09:08 PM
#13
Guru
Lifetime Rennlist
Member
Rennlist Small
Business Sponsor
Lifetime Rennlist
Member
Rennlist Small
Business Sponsor
They can, but not on all differentials -- seems some cases have more room than others. The diff I have from a 964 didnt have enough 'room' to add a second set of clutches. The good news is that I have plasma sprayed disks that will last much much longer. My ramps are symmetric at 40/40. Adding two more disks is a linear change in lock up percentage and would then be 80/80.
12-01-2007, 10:18 PM
#14
They can, but not on all differentials -- seems some cases have more room than others. The diff I have from a 964 didnt have enough 'room' to add a second set of clutches. The good news is that I have plasma sprayed disks that will last much much longer. My ramps are symmetric at 40/40. Adding two more disks is a linear change in lock up percentage and would then be 80/80.
As far as making a 40/40 into an 80/80 it depends on the stacking sequence of the plain and friction disks. Back in the old days when all the cars had the good lsd the only difference between a 40 and an 80 was the stacking sequence
This is for a Hewland, but nicely shows different stscking sequences
The more friction faces the higher the nominal lockup %
12-01-2007, 10:39 PM
#15
Guru
Lifetime Rennlist
Member
Rennlist Small
Business Sponsor
Lifetime Rennlist
Member
Rennlist Small
Business Sponsor
Just going by what GT told me a month ago.
Two clutch plates is a four friction surface config. From many years of working on Hewland diffs, most recent being their Powerflow, I had a habit of calling Porsche ramps by angles where as Porsche uses a % lock. Percentage lock is a function of torque applied, cF, lubricant etc. Which is why I never understood using a percentage figure vs. ramp accel and decel angles to label a ramp or side rings as Hewland likes to call them.
Here is a modern powerflow ramp / clutch plate setup by Hewland (sorry for the crappy picture, wish I was a bright as my garage is sometimes
)
Two clutch plates is a four friction surface config. From many years of working on Hewland diffs, most recent being their Powerflow, I had a habit of calling Porsche ramps by angles where as Porsche uses a % lock. Percentage lock is a function of torque applied, cF, lubricant etc. Which is why I never understood using a percentage figure vs. ramp accel and decel angles to label a ramp or side rings as Hewland likes to call them.
Here is a modern powerflow ramp / clutch plate setup by Hewland (sorry for the crappy picture, wish I was a bright as my garage is sometimes
)