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So the next big question is....After the SC install do I upgrade the stock suspension or get LSD?

They are both roughly the same price but which represents a step forwards and not sideways. At the moment I have stock suspension with the M030 bars and all seems fine but then I don't know if changing it would have a marked difference above that of being able to put power down better.

C'mon, be honest, you know eventually you're going to do both! :-)



-Austin

The money would be much better spent on a suspension first I would think...

I did suspension first, THEN LSD <img src="/forum/images/smilies/968/biggrin.gif" class="smilie" alt="" />



You'll want both....



Jay

for what its worth, i did the suspension in anticipation of the sc...and the car came with the 220 lsd option

Trust me, both are in the "Great 968 Spreadsheet" along with the F14 17lb rims! But, one more left at home going into the university fire this year so things must be done in slow stages after the rebuild and SC of 2011. 2012 will be the next upgrade and much as I wish my label said 220 on it, it doesn't <img src="/forum/images/smilies/968/sad.gif" class="smilie" alt="" /> So maybe dropping it down 2.5 cm and upgrading the suspension will seem the most gratifying.

What do you plan on doing with the car? Are your shocks shot?



The LSD will certainly make the car feel more planted coming out of corners, and will aid in getting the power down. It will also add stability under braking if you go with a clutch type unit.



I can tell you my car is pretty competent with the stock shocks and springs, the upper and lower chassis braces, and M030 bars.



So, the question becomes are you pushing the car to the limits of the stock suspension and brakes now?



If not, do them after the LSD as I can guarantee you're spinning one rear wheel coming out of the corners with your new found torque...

I learned from my past two p-cars not to keep a spreadsheet. At least not one with a "cost" column.

Yea - cost and qty columns can kill the fun as they multiply fiercely <img src="/forum/images/smilies/968/laugh.gif" class="smilie" alt="" />

Stock shocks with the M030 and braces feels pretty fine right now and I don't have a death wish too often so pushing the limits is rare. Don't get me wrong though, I do enjoy a spirited gallop with the best of them. I have all summer to play with the SC so maybe by the end of that the LSD or suspension desires will become clearer.

Well, I've lived with the SC now for about 3 weeks and have decided that aside from replacing me rear shocks that LSD is the way forward.

I had noted to Flash that the odd time I would red line my car but it still seemed to be accelerating. We surmised that the HAL sensor might be flaky as it connector did just crumble but I have temporarily fixed that and there are no ECU codes.

I live a mildly damp climate <img src="/forum/images/smilies/968/rolleyes.gif" class="smilie" alt="" /> and today after a bit of overnight rain we were left with the odd wet patch. Coming to work today it was very obvious what is going on. With out LSD every time I turn a damp corner the wheel with less traction takes the car to red line and as it regains friction on straightening out the car accelerates. So the real fix here is to drive the non-slipping wheel AKA LSD.

Funny this problem never showed up without the SC <img src="/forum/images/smilies/968/biggrin.gif" class="smilie" alt="" />

Highly recommend the OS Giken clutch-type LSD available through RSBarn. Had it for a couple years now.

+1 on the OS Giken...Bought it from RS barn last fall and have loved the feel of the car ever since.



Jay

I have read about all the others and it's definitely the one to go with. Now where's my bouncing cheque book? <img src="/forum/images/smilies/968/rolleyes.gif" class="smilie" alt="" />

it's a bit noisier than i like, and than the guards unit i have is (not sure why), but it definitely hooks up nicely - i was very impressed with that

Whats the consensus around here on these: http://www.wavetrac.net/ Pretty sure they make them for the 01e.

It's a heckuva lot cheaper than the OS Giken...

I've tried many LSD options and there isn't any that compare to OS Giken. The transition to full lock is amazing.



I know someomne who would love to move on from Guards torsion type.

I have a Guard, but the car came with it, so I have nothing to compare it to, including the standard open differential. To be honest, with my stock, probably somewhat tired engine trying to tug this car's 3000+ lb weight out of corners, I've never felt like I was anywhere near a situation where I needed more traction. More like, floor the throttle near the apex, and then, "C'mon Bessy, you can do it, anytime now, waitin' for that rush of torque, I know you have it in you..." I would imagine with with a supercharger, or some nice NA mods, along with a few hundred pounds yanked out of the car, it would be a different story.

i've now driven the torsen, the guards and the giken - the giken does grab very nicely, and better than the others - as i said, a bit noisier, but it does grab well, and put power down to the left wheel in a right turn better than the guards - that being said, i've never needed more traction from the differential than the guards though, even on the track, and if the noise i heard is typical, i'll pass on it for a street car - i don't like noises in street cars - a track car would be an entirely different story, and i would not hesitate to go that route



p.s. - the definition of street car would be standard utilization of the 80% rule (what you use the car for 80% of the time determines what it is and how it should be set up)

"i've never needed more traction from the differential than the guards though, even on the track"





That echoes my experience as well. Makes me wonder how much power, or what kind of weight/power ratio, would necessitate the need for more traction in these cars. In other words, where is the threshold where a unit such as the OS Giken would be worth the expense?





It also makes me wonder whether our racers, who generally compete in classes requiring them to keep their weight/power ratios at relatively modest levels, need much in the way of limited slip. Or do the higher exit speeds of cars with full-race suspensions put the rpms at a level where the power/torque output is high enough to require more traction coming out of the turns? Interesting topic, and one I don't know a whole lot about, so I'm hoping to learn a few things...