i know wut it does, vaguely (redistribute power to different wheels during turning and slippage, rite)



wut is the differences btw the lsds of diferent models/years of the fc? which one is the best? why?



and lastly what do the ratio's represent? 4.3:1 ?



thanks.

 

ah come on, this is the ONE forum im actually a member of. if you guys dun answer me, im gonna have to run a google search. please help.

 

S4's usually came with torsen lsd's (torque-sending) and S5's came with viscous lsd. Most people like the torsen because it reacts before the slippage occurs. But, it can only multiply the available traction on the slipping wheel. So if the slipping wheel has little or no traction it will not send power!



The viscous lsd will limit the variation in wheel speed differences but can only react when there is a large differentiation between wheels, therefore reacting after the slippage has occurred. The plus side to the viscous is it WILL send power to a wheel with little or no traction.

 

Sorry buddy, S4 came only with a standard disk engaged LSD. Only 3rd gens came with torsen diffs.



Here is some info from rx7.com



The only models equipped with Limited Slip Differentials (L.S.D.) were the Turbo II, GXL (86-88), GTU(88), and GTUs(89+) models. A L.S.D. will help distribute the power to the drive wheel(s) that have traction. This improves cornering and stability by reducing oversteer and allowing you to put down more power as you exit a corner. In the '86-88 L.S.D. equipped models, Mazda used a standard 2-way mechanical L.S.D. and then switched to a viscous-style differential for the '89-91 L.S.D. equipped models. Viscous utilizes wheel speed input more than torque to sense loss in traction and is slightly slower to react which makes it more predictable for your average driver. It also doesn't require any special additives in the gear oil which made maintenance issues easier as well.





We have talked about the subject alot. Just do a search and you should find your answers.

 

Your right, I stand corrected.

 

The ratio of driveshaft rotations to axle rotations. You increase torque as you decrease rotations. A 4.30:1 means the driveshaft rotates 4.3 times for every axle rotation.

 

Your right, I stand corrected. [/quote]

No biggie, why do you think 3gens get a TII diff when they break

 

this site has a super-cool 3D moving diagram of a differential: howstuffworks



they also explain all the different types of diffs, and the advantages and disadvantages of each

 

Thats awesome!



So what is the final drive ratio on a TII 4.0? So that means the TII rear end adds a little to torque right?

 

y do u think fd wanna be like fc's anyhow