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So to recap on options. If one already has a early LSD with the P/R gears and wants to install it in a late model 928 Auto.
1. Install both early model pinion and ring gear in the late model AUTO TRANS.
2. Send your ring gear to a machine shop and have them Mill off 5 mm off the
back side of it. Bolt that to the early model LSD.
3. Sell it and buy one from Mark Anderson 😃
1. Not possible. 3 speed transmissions and 4 speed transmissions have completely different pinion and pinion bearing.
2. Good luck with that. There's so many issues with that idea, I have no idea of where to even start...
3. There you go.
Buy one, rebuild it, and pay someone with the ability to set the preload and the backlash to install it.
I sure hope you actually "need" a limited slip and you're not doing this just to say you have one...literally 80% of the people, here, could not tell me if they had one or not .Even in snow, you'd need to have chains or snow tires to know the difference.
Semi-retired, as of Feb 1, 2023.
The days of free technical advice are over.
Free consultations will no longer be available.
Will still be in the shop, isolated and exclusively working on project cars, developmental work and products, engines and transmissions.
Have fun with your 928's people!
I know a bit about Porsche stuff.
55 years of doing not much else than work on Porsches and a photographic memory has a tendency to do that.
Your tractor engine intimidates me.
Plus, climbing up and down every single time you need a different tool sounds like way too much exercise for this old man!
If you could go back 30yrs, less racetrack more kids!
Geez, compared to an OE E30 90's BMW in our spec racing, 60FtLbs.
In my early 1st gen RX7 racing, there was no rule, we would shim the pack with beer can aluminum to get 80-90lbs.
I'm not familiar with any BMW models, so not sure what that is.
I know this...it takes a lot of friction (heat/power) to make a 60 ft.lb. limited slip independently turn.
And unless those BMW's have crazy amounts of spare horsepower,
I'm betting that the guys who are fast, in the class, are running way less pressure.
That would be the first thing I'd do.
Well there you have it folks. Best to buy one that fits your car. Only reason why I would want the limited slip is to have two wire tires burning versus one 😁
Greg,
the next time I will post pictures from the remounted front of the tractor and the demounted engine. The oil pan is a Carrying part of the tractor structure so the machine must be cut in 3 parts.
In the tractor service shops most mechanics are between 20 and 30 years old, a lot of stress and work they should every time complete yesterday. So most mechanics are after 10 years in the industry like Airbus here and earn 10 € per hour more.
It‘s not good, learning all the tricks of the business needs a lot more time.
Originally Posted by GregBBRD
I know a bit about Porsche stuff.
55 years of doing not much else than work on Porsches and a photographic memory has a tendency to do that.
Your tractor engine intimidates me.
Plus, climbing up and down every single time you need a different tool sounds like way too much exercise for this old man!
Geez, compared to an OE E30 90's BMW in our spec racing, 60FtLbs.
In my early 1st gen RX7 racing, there was no rule, we would shim the pack with beer can aluminum to get 80-90lbs.
That E30 spec is definitely very wrong. Reason being - the E30 and all BMW LSDs up until the introduction of the E46 M3 with its GKN-made viscous 0-100% LSD were exactly the same units as the ones found in the 911, 944 and 928! The casettes were made by the same guys - ZF and believe it or not, even the friction plates on some models - depending on the casette size are interchangeable between Porsche and BMW. You can shim them to whatever you want - all you will achieve is galled friction discs within a lap or two. The stock ZF discs are made of chocolate...
That E30 spec is definitely very wrong. Reason being - the E30 and all BMW LSDs up until the introduction of the E46 M3 with its GKN-made viscous 0-100% LSD were exactly the same units as the ones found in the 911, 944 and 928! The casettes were made by the same guys - ZF and believe it or not, even the friction plates on some models - depending on the casette size are interchangeable between Porsche and BMW. You can shim them to whatever you want - all you will achieve is galled friction discs within a lap or two. The stock ZF discs are made of chocolate...
Thats our spec break-away torque. Check em once a month. Correction 65Lbsft.
[QUOTE=Speedtoys;19068594]Thats our spec break-away torque. Check em once a month. Correction 65Lbsft.
[/Qmedication.
Again knowing almost nothing about BMW's, the "set-up" guy inside me would expect vehicles using this much lock to have substancial understeer at turn in, followed by fairly aggressive oversteer, when the differential releases.
The tire supplies must love this series...
Porsche made some 20/100 units and some 40/65 limited slips, but even they learned a lesson or two and have changed their approach.
Thats our spec break-away torque. Check em once a month. Correction 65Lbsft.
Again knowing almost nothing about BMW's, the "set-up" guy inside me would expect vehicles using this much lock to have substancial understeer at turn in, followed by fairly aggressive oversteer, when the differential releases.
Porsche made some 20/100 units and some 40/65 limited slips, but even they learned a lesson or two and have changed their approach.
Ya, they are somewhat very suspension limited, and it makes it a fun car to drive with the rear end doing the steering. The spec classes are made to be cheap to setup, maintain, and very interesting to drive. Far from the ideal setup for any chassis.
In the old RX7s, we used to 'contact' each other just to get the right "alignment" into the car, because the OE adjustment wasnt near enough.
Bonus points if you could bend the rear axle just right..
10-19-2023, 05:34 PM
