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Discussion Starter · #1 ·
Hello :)

In the process of fitting my new LSD i have managed to destroy one of the crown wheel bolts while trying to remove it. Can someone give me a source on where to get replacement ones?

Cheers
 

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I presume it's the ones from the original diff?

If you can wait long enough, I have some.
Hey chris PM me your details and I can send you 1 or 2 spares.

I'm pretty sure all crown wheels bolts are the same.
 

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Discussion Starter · #4 ·
Cheers guys :)
Yes, it's from the original Diff. From what i have found, 5 speed manual and the autos have the same diff centre, and same bolts, the 4 speeds have smaller ones, I am fitting a Quaife LSD to an auto (some grinding away of the case is required to get it to go in).

S900T, You have a PM :)

Unfortunately time is an issue at the moment, the car is in pieces, under my parent's pergola, but thankyou for your kind offer, Nutcase
 

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It'd be cool to see some pics of the LSD chris!

wouldn't an LSD kill the turning ability of the car, seeing as it's FWD?

I don't think I get LSD's :roll:
 

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Discussion Starter · #7 ·
I have a 4 speed in my shed from a 99, pulled the diff cover off to find 13mm headed bolts, similar to m6, as opposed to the 15mm m10 bolts in the transmission i'm working on. As you could guess, lots of cursing was heard coming from the shed..
The EPC i'm using shows that the bolts are the same between 4 and 5 speed boxes, as well as autos with the C900.

The LSD i am using is a Automatic Torque Biasing unit, made by Quaife. It sends power to the axle with the most grip, instead of locking both together like a conventional LSD. (copied from another source, hopefully this will explain it better than i can)

The Quaife Differential powers both drive wheels under nearly all conditions, instead of just one. With an ordinary open differential, standard on most cars, a lot of precious power is wasted during wheelspin under acceleration. This happens because the open differential shifts power to the wheel with less grip (along the path of least resistance). The Quaife, however, does just the opposite. It senses which wheel has the better grip, and biases the power to that wheel. It does this smoothly and constantly, and without ever completely removing power from the other wheel.
In drag-race style, straight-line acceleration runs, this results in a close to ideal 50/50 power split to both drive wheels, resulting in essentially twice the grip of an ordinary differential (they dont call open diffs peglegs for nothing).
In cornering, while accelerating out of a turn, the Quaife biases power to the outside wheel, reducing inside-wheel spin. This allows the driver to begin accelerating earlier, exiting the corner at a higher speed.
The Quaife also controls loss of traction when the front wheels are on slippery surfaces such as ice and snow or mud, providing the appropriate biased traction needed to overcome these adverse conditions. The Quaife Differential provides constant and infinitely variable drive. Power is transferred automatically without the use of normal friction pads or plates seen in other limited-slip designs.
The Quaifes unique design offers maximum traction, improves handling and steering, and puts the power where it is needed most. A definite advantage whether on the track or on the street.
The Quaife is extremely strong and durable and since the Quaife is gear operated, it has no plates or clutches that can wear out and need costly replacement.
The Quaife is great for street driving or racing. Racers dont have to put up with locking mechanisms or spools that created unwanted understeer under power, or in the case of front-drive cars, even tear the steering wheel out of their hands when cornering. Because it behaves like an open differential during ordinary driving, street drivers will have trouble telling its there until pushing the cars limits.
The Quaife has been proven in everything from SCCA Rally to Formula 1. It provides autocrossers with such an advantage, it has become required equipment for a winning effort.
 

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ahhh that makes sense cheers!
 

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If it is the same type sold in this country by Eaton (and others) it uses a "worm wheel" gear config where the outer (faster wheel) can over speed but the power is always supplied to the slower. It work on the principal that a worm gear can drive a wheel easly but the wheel cannot back drive the worm gear. So the slowest wheel will always be driven at input speed but the faster (outside on a corner) will be allowed to turn faster then input speed. It is indeed a step forward in LSD from the old clutch packs or locker types. Depending on the mfg of the worm it is possable to reduce slip to the point the car will drive with one axle broken, but often they are made where it will not.
 
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