Dave - have you decided if your car is more street car or more track car?
Differential recommendation
- Thread starter TURBO2GO
- Start date
I was forewarned about tight, low speed corners with the OS Giken, but I guess I haven't had to negotiate many low speed turns as I really haven't noticed it much. I've owned track cars with fully locked diffs and had a couple of different cars with Quaif torque senscing LSD's (911 & Mini Cooper S) which I absolutely loved. I would literally drag one wheel/tire around u-turns with the locker 
IMHO the OS Giken is on par with the Quaif in terms of drivability, and just makes the NSX feel very predictible and above all - sorted.
IMHO the OS Giken is on par with the Quaif in terms of drivability, and just makes the NSX feel very predictible and above all - sorted.
I also have the OS Giken 1.5 way diff and it's both good news and bad news.
The good news is on the track when you are pulling out of slow to medium speed corners and you want to get the power to the ground ( 400 rwhp in my case).
The 993 GT3s now don't just disappear as they used to:smile:
On the negative side when you drive around town especially in a roundabout, you get the feeling that someone is crushing marbles in your rear diff
In the beginning it's really worrying but then you get used to it and you ignore the stares of the pedestrians
Back to the positives as the overall gear ratio is lowered which means that with the OEM ( non USA) gearbox the speeds through gears 1 to 5 are almost exactly the same as the Porsche GT3.
That's another big advantage on the track, I can assure you, as you never get caught shifting gears when the other guy is just pressing on!
Of course, on the highway....I could not pass this latest Maserati because the engine was at 8200 rpm at an indicated 290 kph
Yes, when I upgraded my brakes many years ago, the best kit available was from Movit in Germany.Cb72, did I read correctly, 993 brakes?
It must have the largest disks that can fit in a 17" wheel at 322*32 mm.
I had to balance this with home made AP Racing 4 pot calipers on the rear
In terms of recommending you a differential setup, it's going to end up in a judgement/personal opinion debate i fear.
There are those who prefer the mechanical layout of the Quaife and it's rugged all round drive ability.
Then others would go for the extremes in which the clutch differential preforms.
There are those who prefer the mechanical layout of the Quaife and it's rugged all round drive ability.
Then others would go for the extremes in which the clutch differential preforms.
Here's an article I wrote about NSX differentials and how to set up and tune an OS Giken Super-Loc LSD for an NSX:
http://www.motoiq.com/magazine_arti...art-2-tuning-a-limited-slip-differential.aspx
If you do the above and de-activate a few clutch plates, put a less aggressive preload spring in, more aggressive internal 'negative' springs, and WPC treat the discs, you can pretty much eliminate any of the 'chatter' of the discs at lowspeed tight-radius parking-lot turns that a few have commented about. Just deactivating some plates can be enough as well as using different types of fluid with different compositions to allow the clutch plates to work smoother. Personally, if you were going to any of the above trouble, I would (and did) WPC treat my discs.
To answer your question, if excessive inside wheel spin on corner-exit is not an issue coming off of low speed tight corners, I would not bother with you LSD. The 91-94 LSD's have inner teeth on the ring gear and the planetary set are straight-cut while the 95-96 teeth are helical cut, and the 97-05 are helical cut and the LSD design was improved (as per Nick Eustace of Applied Motorsports). Since you have the best LSD, if you don't have a problem, then leave it alone.
I really like my OSG and would recommend it for seriously tracked cars and high HP cars. Most people don't drive their cars to the point of needing them but since the NSX is getting older and less expensive and more people are thus tracking them, an old 91-94 diff with sticky tires might not be enough, even with NSX-R specs.
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http://www.motoiq.com/magazine_arti...art-2-tuning-a-limited-slip-differential.aspx
If you do the above and de-activate a few clutch plates, put a less aggressive preload spring in, more aggressive internal 'negative' springs, and WPC treat the discs, you can pretty much eliminate any of the 'chatter' of the discs at lowspeed tight-radius parking-lot turns that a few have commented about. Just deactivating some plates can be enough as well as using different types of fluid with different compositions to allow the clutch plates to work smoother. Personally, if you were going to any of the above trouble, I would (and did) WPC treat my discs.
To answer your question, if excessive inside wheel spin on corner-exit is not an issue coming off of low speed tight corners, I would not bother with you LSD. The 91-94 LSD's have inner teeth on the ring gear and the planetary set are straight-cut while the 95-96 teeth are helical cut, and the 97-05 are helical cut and the LSD design was improved (as per Nick Eustace of Applied Motorsports). Since you have the best LSD, if you don't have a problem, then leave it alone.
I really like my OSG and would recommend it for seriously tracked cars and high HP cars. Most people don't drive their cars to the point of needing them but since the NSX is getting older and less expensive and more people are thus tracking them, an old 91-94 diff with sticky tires might not be enough, even with NSX-R specs.
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^^ I believe we have clarification ^^
Thank you Billy, you are the 'EF Hutton' of NSX Prime. When you type, people listen.
Thank you Billy, you are the 'EF Hutton' of NSX Prime. When you type, people listen.
Mods: Another request for a "LIKE" button thanks!
I forgot to add Salisbury/clutch type diffs typically run cooler than torsen/gear type or viscous diffs because they don't have as much slip or surfaces creating friction and keep the wheels closer to turning the same speed or locked up. Spools and lockers also typically run cool.
Interesting post by Billy,
OSG is certainly a excellent differential with great qualities, BUT I wouldn't rule out the quaife differential certainly not for street and semi racing cars.
The maintenance free and forgiving nature of the helical ATB differential make it very suitable for modified street cars.
Then factoring in the cost difference between a OSG and Quaife it be comes a more than compelling proposition.
OSG is certainly a excellent differential with great qualities, BUT I wouldn't rule out the quaife differential certainly not for street and semi racing cars.
The maintenance free and forgiving nature of the helical ATB differential make it very suitable for modified street cars.
Then factoring in the cost difference between a OSG and Quaife it be comes a more than compelling proposition.
I agree. While I love my deactivated OSG in my daily. The torsen would be less expensive and a plug and play great option for 95% of the people out there.
While opening up the trans, I would put the JDM 5spd ratio in at the same time.
If there was a choice due to costs, I would take a JDM ratio torsen over a bone stock off the shelf OSG and stock 5spd ratio.
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Billy can you please start a thread about your car? Nothing fancy, you don't even have to post pics but just tell us what you have for an nsx and the mods? I sure am curious I have no idea what you have. Even on this thread is fine if you don't feel like a new thread.
Yes the JDM gear ratio's transform the car it make it much sharper.
