do i have lsd?
do i have lsd?
i jacked up my rear end and spun one wheel one way and the other wheel spun the other way do i have lsd while it was in gear? and when it was in neutral the other wheel did not spen at all.
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Sil40_Mayhem
- Posts: 3165
- Joined: Fri Aug 15, 2003 9:35 am
- Car: 1995 Nissan 240SX 5spd
1992 Acura Integra LS
What do you drive?
89-90: Not a chance91-93 hatchback: If you have HICAS, yes; if not, nope91-94 coupe: nope95 base or coupe: possibly96-98: If you have ABS, yep; if not, nope
Canadian models 91+: affirmative
Keep in mind, that's stock. If you're not the original owner, then it's possible the previous owner may have swapped one in. The #1 way to tell is if you can locate an orange sticker on your diff that reads "Viscous LSD" or something to that effect. You could also try the old peel out test. Count the stripes.
89-90: Not a chance91-93 hatchback: If you have HICAS, yes; if not, nope91-94 coupe: nope95 base or coupe: possibly96-98: If you have ABS, yep; if not, nope
Canadian models 91+: affirmative
Keep in mind, that's stock. If you're not the original owner, then it's possible the previous owner may have swapped one in. The #1 way to tell is if you can locate an orange sticker on your diff that reads "Viscous LSD" or something to that effect. You could also try the old peel out test. Count the stripes.
Re: do i have lsd? (triple8zn)
I dont know if this helps but here is some LSD info......
Mechanical LSD
In the mechanical clutch type, a mechanism, such as a centrifugal weighted rotor, detects differential wheel velocity and applies friction to the clutch mechanism which links the two shafts together. As the differential wheel velocity increases, more friction is applied. This mechanism forms a negative feedback loop which limits the slip to a preset degree. In some designs, the clutch is self-actuating and oftentimes small multi-plate clutches are used. Because the slip-limiting action (increasing friction) occurs quite rapidly, this method can create unsettling dynamic effects for the vehicle as a whole.In this case, the use of the word mechanical implies that the limited slip differential is engaged or not due to interaction between two (or more) mechanical parts. This category includes clutch and helical limited slip differentials. For road racing, many prefer a helical limited slip differential, because it does not lock the two output shafts to spin at the same rate, but rather biases torque to the wheel with more grip by up to 80%.Clutch limited slip differentials use a center cam that moves within a casing as the torque changes. The casing is made up of two symmetrical left and right segments. However, the cuts in the casing making the notches for the cam to slide in are not. That determines 1, 1.5, or 2-way LSD. As the cam slides in the notch, it pushes the casing outward, engaging a series of clutch discs--some attached to the casing, some to the output shafts. When engaged, both output shafts will rotate at the speed of the casing, making both axles and subsequently both wheels, rotate at the same speed.A 1-way notch is cut like an upside down triangle. While the cam can push backward against the tapered edges, expanding the casing, it cannot push forward against the flat surface. Therefore under acceleration torque (cam rotating backwards) it will lock, and under deceleration torque, when the cam is forced to rotate forward due to forces from braking, engine braking, etc.. it will just contact a flat "wall" and the casing will not expand.A 1.5-way notch is like an upside down triangle with a half triangle on top of it. During acceleration it will expand the casing at one rate, and during deceleration, it will still expand the casing, but due to the cuts' higher angles, it will require more force to move the casing apart. Therefore, only during Very hard braking will it have enough force pushing it forward to expand the casing.A 2-way notch is shaped like a diamond. It requires almost the same amount of acceleration or deceleration to force the casing apart. Usually, the top cuts are slightly more dramatic, forcing the 2-way to require slightly more deceleration force to push the cam to expand the casing.The more the casing expands, the more clutches contact each other, hence the more the output shafts get locked into the same rotation. Some manufacturers produce adjustable clutch limited slip differentials whereby you may set a breakaway torque level. Resultantly, the clutch discs are moved closer together or further apart to dictate the SOFT, MED, or HARD setting. The closer the clutch plates are to each other, the more readily the output shafts--thus the wheels--will spin in sync.Geared, torque-sensitive mechanical limited slip differentials utilize planetary gears to "sense" torque on one shaft. The most famous version is the Torsen differential invented by Vernon Gleasman in 1958, then sold to Gleason Corporation, who started marketing it in 1982. Geared LSDs are less prone to wear than the clutch type, but some have found their torque distribution characteristics to be less than ideal.
Viscous LSD
The viscous type is generally simpler, and relies on the properties of a dilatant fluid – that is, one which thickens when subject to shear. Silicone-based oils are often used. Here, a chamber of fluid rotates with the normal motion of the output shafts, but a differential motion causes paddles or vanes to move through the fluid. The greater the speed of the vanes, the more resistance the fluid will put up to oppose this motion. In contrast to the mechanical type, the limiting action is much softer and more proportional to the slip, so for the average driver is generally much easier to cope with.Viscous LSDs are less efficient than mechanical types, that is, they "lose" some power. However, they are less prone to breakdown as long as the fluid is changed regularly.
Mechanical LSD
In the mechanical clutch type, a mechanism, such as a centrifugal weighted rotor, detects differential wheel velocity and applies friction to the clutch mechanism which links the two shafts together. As the differential wheel velocity increases, more friction is applied. This mechanism forms a negative feedback loop which limits the slip to a preset degree. In some designs, the clutch is self-actuating and oftentimes small multi-plate clutches are used. Because the slip-limiting action (increasing friction) occurs quite rapidly, this method can create unsettling dynamic effects for the vehicle as a whole.In this case, the use of the word mechanical implies that the limited slip differential is engaged or not due to interaction between two (or more) mechanical parts. This category includes clutch and helical limited slip differentials. For road racing, many prefer a helical limited slip differential, because it does not lock the two output shafts to spin at the same rate, but rather biases torque to the wheel with more grip by up to 80%.Clutch limited slip differentials use a center cam that moves within a casing as the torque changes. The casing is made up of two symmetrical left and right segments. However, the cuts in the casing making the notches for the cam to slide in are not. That determines 1, 1.5, or 2-way LSD. As the cam slides in the notch, it pushes the casing outward, engaging a series of clutch discs--some attached to the casing, some to the output shafts. When engaged, both output shafts will rotate at the speed of the casing, making both axles and subsequently both wheels, rotate at the same speed.A 1-way notch is cut like an upside down triangle. While the cam can push backward against the tapered edges, expanding the casing, it cannot push forward against the flat surface. Therefore under acceleration torque (cam rotating backwards) it will lock, and under deceleration torque, when the cam is forced to rotate forward due to forces from braking, engine braking, etc.. it will just contact a flat "wall" and the casing will not expand.A 1.5-way notch is like an upside down triangle with a half triangle on top of it. During acceleration it will expand the casing at one rate, and during deceleration, it will still expand the casing, but due to the cuts' higher angles, it will require more force to move the casing apart. Therefore, only during Very hard braking will it have enough force pushing it forward to expand the casing.A 2-way notch is shaped like a diamond. It requires almost the same amount of acceleration or deceleration to force the casing apart. Usually, the top cuts are slightly more dramatic, forcing the 2-way to require slightly more deceleration force to push the cam to expand the casing.The more the casing expands, the more clutches contact each other, hence the more the output shafts get locked into the same rotation. Some manufacturers produce adjustable clutch limited slip differentials whereby you may set a breakaway torque level. Resultantly, the clutch discs are moved closer together or further apart to dictate the SOFT, MED, or HARD setting. The closer the clutch plates are to each other, the more readily the output shafts--thus the wheels--will spin in sync.Geared, torque-sensitive mechanical limited slip differentials utilize planetary gears to "sense" torque on one shaft. The most famous version is the Torsen differential invented by Vernon Gleasman in 1958, then sold to Gleason Corporation, who started marketing it in 1982. Geared LSDs are less prone to wear than the clutch type, but some have found their torque distribution characteristics to be less than ideal.
Viscous LSD
The viscous type is generally simpler, and relies on the properties of a dilatant fluid – that is, one which thickens when subject to shear. Silicone-based oils are often used. Here, a chamber of fluid rotates with the normal motion of the output shafts, but a differential motion causes paddles or vanes to move through the fluid. The greater the speed of the vanes, the more resistance the fluid will put up to oppose this motion. In contrast to the mechanical type, the limiting action is much softer and more proportional to the slip, so for the average driver is generally much easier to cope with.Viscous LSDs are less efficient than mechanical types, that is, they "lose" some power. However, they are less prone to breakdown as long as the fluid is changed regularly.
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0wn3r
- Posts: 1669
- Joined: Thu Aug 18, 2005 7:26 pm
- Car: 1997 Nissan 240sx SE track car (SR20DET, caged)
Re: do i have lsd? (mixflip)
stomp your brakes, do you have ABS?
i believe for all S14's SE models, if you have ABS you have LSD since they were an option package.
orrr. i'll read the rest of what sil40. yea specify what car you have dude.
i believe for all S14's SE models, if you have ABS you have LSD since they were an option package.
orrr. i'll read the rest of what sil40. yea specify what car you have dude.
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jes_96
- Posts: 168
- Joined: Tue Apr 26, 2005 9:25 am
- Car: '03 350Z -- '96 240SX SE -- '02 Dodge Dakota QuadCab AWD
- Contact:
Re: do i have lsd? (triple8zn)
The best way to tell is by doing exactly what you did by jacking up the car and spinning one wheel. Based on what you described, no, you do not have an LSD in your car. Although, you COULD go out and put a sticker on it, then, evidently, you would have an LSD.