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Engine, Exhaust, Transmission Discuss the FR-S | 86 | BRZ engine, exhaust and drivetrain. |
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12-12-2011, 05:05 PM | #43 |
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Erm, hate to break it to you, but clutch-pack, viscous, and ATB are all "mechanical" LSD's. ...unless you meant to say it another way.
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12-12-2011, 05:20 PM | #44 |
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12-12-2011, 05:21 PM | #45 |
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Could classify the viscous as 'hydraulic', no?
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12-12-2011, 05:27 PM | #46 | |
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As opposed to Electrical LSD, i.e. ACD and then AYC on the later Evo's, or //M-diff on the //M3, et al.
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12-12-2011, 07:12 PM | #47 | |
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If you're driving your car hard enough on the street to feel the shortfalls of your Torsen, you're driving too hard for public roads or you've made such a hash of it that you've placed your self in a situation with one wheel on ice or hanging in the air. You're also going to be making a lot more power than stock. I highly doubt anyone is going to find the stocker lacking at stock or bolt-on power levels, especially for street driving.
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12-12-2011, 07:17 PM | #48 |
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You have to remember that a Torsen differential can come with different bias curves; that is, they can be designed to transfer more or less torque to the wheel with more grip. The bias ratio is still limited by the mechanical characteristics of the differential--a torque vectoring differential can transfer torque based on a control algorithm. It's a bit like the difference between a carb and fuel injection.
Another thing to keep in mind is that the BRZ/FRS will have stability control. This interacts with the differential. It just depends how the control algorithm is designed... there are many different control concepts and response times that can affect the performance of the system. It gets even more complicated when you are in real world road conditions with varying levels of friction acting on each wheel due to road imperfections, inclement weather, etc. Stability control can help a conventional differential (non electronic) work better by keeping wheel spin down. Stability control + torque vectoring differential, like you'd find on an R35 GT-R etc, has the most flexibility and is not constrained by so many mechanical limitations. But it's also more expensive, heavier, more complex, etc. |
12-12-2011, 09:43 PM | #49 | |
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A Torsen is great for most situations and most people. Also, like arghx7 said, depending on the stability control programming, the Torsen + VSC might use individual wheel braking to effectively simulate a clutch-pack when traction is variable [i.e. one wheel on ice in winter], when the driver is inducing a drift [fun!], and use the Torsen mechanical torque vectoring when applicable [exiting a corner]. The best of both worlds.
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12-12-2011, 10:38 PM | #50 | |
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The issue with the C6s is that the stock clutch packs do not like much more power than stock. If you're road racing a heads/cam Z06 (or a blown LS3 with meth, because you're crazy), you're looking at 530-550whp. At those power levels, save yourself the headache and go with a Quaife (Katech's offering on all of their builds), a TrueTrac (ECS's offering, after having QC issues with Quaifes), or a ZR1 diff (much beefier clutch packs), which is quite a lot more money.
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12-12-2011, 11:01 PM | #51 |
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Yes, clutch pack diffs do get worn down quick with elevated power levels [or shoddy design]. In your examples, it's likely the owners aren't fitting appropriately sized clutch packs per their power level, especially if the stock item is barely good enough for stock power. It's all about having the right size hammer for the job Good to hear the ZR1 diff is up to the task.
Long story short, the factory Torsen in the AS1 will be a great solution for virtually everyone. I'll be happy with it as the car will be my daily driver. No maintenance, quiet, easy.
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