Chedstar

I have very limited experience with the Torsen rear end. I have been told they are superior to the clutch type diff. I also have been told they are not rebuildable. Does any one know, what is considered high mileage on one?

Black91n/a

Well the torsen is a fundamentally different diff and as such it doesn't really ever wear out, unlike a clutch type. So when you buy a used Torsen there's no need to rebuild, so not being able to rebuild really isn't an issue.

A torsen is smoother, but it can't keep a wheel from spinning if it has little to no traction, so if it's in the dirt or in the air, it's gonna spin. Most of the time this isn't an issue though, and many road racer prefer it.

A clutch type will be able to keep a wheel in the air from spinning if it's set up to do so. It does wear out and needs rebuilding, but it's not complicated to do so. Some road racers prefer it because it can be set up a lot "tighter" than a torsen for those wheel in the air situations. It can pop and bang and make rude noises, where a torsen is smooth and quiet.

Basically what's "better" is mostly down to personal preference.

David Dewhurst

iTrader: (2)

You could Google Torsen LSD & clutch type LSD & see what they say & how they work.

I prefer the clutch type because it can be set up as black91 said..

Kill No Cone

iTrader: (6)

I use a Torsen in autocrossing and I love it. The car comes out of tight 180 degree turns very quickly with less plowing than I had with the LSD. I get on the power sooner and the car is less unsettled in corners.

Chedstar

[QUOTE=Black91n/a;7881826]Well the torsen is a fundamentally different diff and as such it doesn't really ever wear out, unlike a clutch type. So when you buy a used Torsen there's no need to rebuild, so not being able to rebuild really isn't an issue.

Thanks for the information, very helpful.

blitzboy

At high power levels 400whp and above Torsen is much more prone to break its teeth, where as a Clutch type LSD will handle the abuse more

Chedstar

Thanks, horsepower will not be an issue in this case. The car I am building will run a street port, possibly a bridge port at a later date.

C. Ludwig

iTrader: (27)

The torsen has a fundamental weakness relative to a good clutch type. When one tire is unloaded the diff acts like it's an open diff and sends 100% of the torque to the unloaded wheel. If you're running a lightly sprung car in autocross this can be an issue. It's easy to get parked in a tight corner waiting for the inside tire to touch down. In road racing it can be an issue on a rough track or if you tend to ride curbs at high speed.

The torsen will break eventually in an ITS 2nd gen for instance. The diff Mazda uses has a lubrication issue when subjected to high stress racing. They work fine on street cars but they'll last a couple years on a road race car if you're lucky. They are not rebuildable. ISC offers a lubrication mod for the torsens that they say will extend the life.

A good, well setup clutch type is a great diff IMO. However, swapping in a used 100k+ mile diff out of a boneyard car is a waste of time IMO. There is a HUGE difference in feel and performance between a well setup clutch type diff and one that's worn out. The down side is that they do wear. Again, about two seasons of road racing 6-8+ weekends a year and it's time for a rebuild.

David Dewhurst

iTrader: (2)

Chris, with no disrespect the avatar fits very well.

C. Ludwig

iTrader: (27)

Not at all. I made it to look like me.