Limited Slip Diff.

RoadsterMND6610

Vehicle type: Roadster
Model: NDERC MT車
price:
Selling price$893.00

Product information

* Even if it is the same model, it may not be installed depending on the grade and model year. In addition, additional parts may be required for installation. Please be sure to check here for detailed compatibility.

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The mechanical (multi-plate clutch) limited slip differential that distributes and transmits effective traction to the left and right drive wheels when cornering or on slippery roads is based on the proven CUSCO product for ease of use and comfort. Considered AutoExe original settings have been applied. The operating method is 1.5 Way. Compared to mass-produced products, the direct operation feel is attractive. >> More details

-Mechanical 1.5way cam angle 35 °-Torque bias ratio: 4.0-6.0-Specified LSD oil is included.

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AutoExe original setting. Mechanical type with street vest specifications.

The mechanical (multi-plate clutch) limited slip differential that distributes and transmits effective traction to the left and right drive wheels when cornering or on slippery roads is based on the proven CUSCO product and is easy to use and comfortable. AutoExe original setting was applied.
The operation method is 1.5Way, which is 100% effective when the accelerator is ON and 50% when the accelerator is OFF. Set the drive side cam angle to 35 to 45 ° and the torque bias ratio to 4.0 to 6.0 on the drive side. The initial torque is 40.8-51.0N-m, and a direct working feel and reliable traction are obtained. It is an item that emphasizes the handling that is typical of FR vehicles. Also, in consideration of street driving, the specifications are such that chattering (metal noise when the clutch plate slips) is suppressed as much as possible. Includes designated LSD oil with the product.


The following is an outline of the "aim" and "technology". It's hard to imagine the mechanism because it's a black box diff for most readers, but if you think about diff tuning, you should understand only the principle part. This is because the usability changes greatly depending on the design intent.

First of all, the basic knowledge is that the differential is for changing the rotation speed of the outer ring and the inner ring that are driven when the vehicle turns. This is because the radius of the trajectory drawn by the inner and outer rings is different when turning at a certain angle as shown in the figure. Naturally, the outer ring must travel a longer distance than the inner ring and must rotate faster. Otherwise (at the same speed), the inner ring will slip and consume excessive rotation, making it impossible to turn smoothly. In short, the differential is a mechanism for giving a difference in rotation to the drive wheels. Therefore, it is translated as "differential device" in Japanese.
Of course, there is no need for differential when going straight, and it is not good to make a differential. This is because if there is a difference in rotation between the drive wheels, the direction of travel will change accordingly. So how does the diff recognize "turning"? The basis of that judgment is the resistance from the road surface.

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