I assume the subject line equation is correct. What I don't know is the advantage of the LSD, and why it is preferred.

 

Without the "lsd" only one tire will spin , the other will only turn half as fast , The
'lsd will cause both tire to spin at approx the same speed and thus more traction

peace

 

I thought it allowed one wheel to spin faster so that you get more traction?

Usually the outside tire of the turn you're making, so that you turn sharper.

 

With the LSD you get a som what locked rear axle, with "limited slip" between the wheels. Yes, the tire on the out side will have to turn faster, and the tire on the inside will slip a limited amount. It does this with a clutch inside the diff. Does that make sense. This is much prefered to the single drive of the standard rear diff. The dream rear diff is the Torsen, which uses a set of gears that allows for the exact amount of differnce needed between the rear tires without any slip.

 

K, if you're under normal load, like city driving, your diff is just like a normal Open differential, but if you hammer on it, or dump the clutch (doing a burn-out), it locks the clutches, and both tires spin at the same time...

The reason you have a diff, is so that the inside tire can spin slower than the outside tire in a turn. If you had a locked axle (welded for example) your car would have to shudder around corners uncomfortably, or you'd have to spin them around every corner to keep them both spinning the same speed.... not good...

Jeff

 

I should have edited last night , When hammering the gas on takeoff. Everyone else is right on cornering. I appoligise for the unclearness (about 15 kids here all under 3, arrrgh)

peace

 

LSD= triping your ***** off!

 

Actually any diff will make both wheels spin equally when hammering the gas in a straight line, provided traction is reasonable.

The advantage of a limited slip differential is, as the name implies, to limit slip.

In an open, non-LSD or non-locked diff (some 4X4s can lock their diffs) whichever wheel has the LEAST traction will receive more engine power as it, like electricity, tries to take the path of least resistance. If one drive wheel is in a patch of snow, for example, and the other on pavement, the wheel in the snow would spin like mad while the one with traction would sit still.

A limited slip differential uses clutches or fluid couplings to limit the amount of slippage before temporarily locking the diff and driving both wheels equally.

It's a bit less efficient than a Gleason-Torsen diff which uses cone gears to mechanically transfer power not to both wheels but to the one with the MOST traction (Which is why early 80's AUDI Quattro Coupes were such demonicly unstoppable rally cars)

 

Of course , thats the good s*it. It should be sold over the counter.

lol

peace

 

Since the GSL and -SE both use the cluth type, I was wondering if they wear out?

I know they use a special limited slip diff oil. What else could go wrong with them?

Are there upgrades to the diff from clutch to a gear type?

Great explainations!

 

Go for Torsen, a big step above an LSD!

 

There's a Torsen upgrade, though I've heard you may then need custom driveshafts to fill in an alleged gap

 

Gap?
I changed to a Guru Torsen without making any other changes at all, and the difference as I have said is/was great. I have now gone for floating hubs with new axels but you do not have to just because of the Torsen, I went to thse for other reasons.

 

ok, did the GSL come stock with the LSD? I know quite a bit about 2nd gens, but am relatively new to the 1st gens. I am looking at an 85 GSL and I was just wondering if it had an LSD.

 

I believe it did.

 

GSL has LSP and sold Disks.
GSLSE has LSP and vented rotor disks.
GS, none of the abve.

I have all three in my Garage.