How Can I Get Cheap LSD!!!!!
12-04-10, 03:39 PM
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How Can I Get Cheap LSD!!!!!
Hey there fellow SC enthusiasts I was wondering whats the cheapest way I can get LSD on my 92 SC300 
besides welding it! I heard a rumors that I can put an SC400 diff on it is that true? & if it's true whats the ration because right now I'm doing 4k RPM's @ 60 MPH with a manual tranny & auto diff 
besides welding it! I heard a rumors that I can put an SC400 diff on it is that true? & if it's true whats the ration because right now I'm doing 4k RPM's @ 60 MPH with a manual tranny & auto diff
12-05-10, 08:49 AM
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damn yea those are the only 2 options I've found besides welding it, oh well looks like i just might do that then BTW is the Supra TT LSD just a bolt on or do you gotta do any modifications to it?
12-05-10, 10:29 AM
#7
Guy named MIX on supra fourms has one for $400 I think. Without the pumpkin. I think you will still need the DS axle.
I have a Torsion. I don't like the Torsion. Spend some more money & go with the TRD LSD.
The Torsen diff is a standard fitment to all 6 speed mkiv's, alot of the Auto TT's and you'll even occasionally find it on a NA. Mine is covered with cooling fins. You can tell if your Supra has a Torsen diff by reading the Trans/Axle code on the Engine Tag which is situated under your bonnet. The last letter of the 4 character code (eg. B03B) denotes the diff type which is "A" for a std diff and "B" for a Torsen diff. The crown wheel on the B series is 220mm whilst on the A series it's 200mm.
The Torsen (TORque SENsing) LSD (Limited Slip Diff) works quite differently to the TRD LSD. The Torsen is a Torque Multipling type of diff with a multiplication ratio of around 5:1. What this means is that whatever torque can be sent to the wheel with the least traction, it can send up to 5 times that torque to the wheel with the most traction. Its biggest advantage is that it can do this extremely quickly and doesn't ever lockup the ratio, but is continuously "sensing" and adjusting the torque between the two wheels. Its only real disadvantage is that when one wheel has no torque available (say it spinning in mud), then 5 times nothing is still no torque to the other wheel, so you can get stuck just like a std diff. Once the car is moving however this cannot happen.
The TRD LSD is a standard type LSD in that it uses clutch packs to transfer torque from one wheel to the other. Transferring torque via clutch packs will be a slower process then the Torsen transfer method and it will absorb more energy from the engine when doing so. However we are probably only talking a few hundreds of a second difference here and maybe a few hp. The main disadvantage of the TRD diff is that it can "lockup" the ratio between the two wheels at 1:1. This means both wheels will then turn at the same speed and if this happens on a corner, it would be exciting at the very least. This "lockup" is also its only advantage over the Torsen diff as even when one wheel is in the mud, the other wheel can provide traction to pull you out.
With the Torsen diff as it usually comes free with the car, reacts quicker and absorbs less power and will never accidentally lockup. But the TRD keeps you straighter.
I have a Torsion. I don't like the Torsion. Spend some more money & go with the TRD LSD.
The Torsen diff is a standard fitment to all 6 speed mkiv's, alot of the Auto TT's and you'll even occasionally find it on a NA. Mine is covered with cooling fins. You can tell if your Supra has a Torsen diff by reading the Trans/Axle code on the Engine Tag which is situated under your bonnet. The last letter of the 4 character code (eg. B03B) denotes the diff type which is "A" for a std diff and "B" for a Torsen diff. The crown wheel on the B series is 220mm whilst on the A series it's 200mm.
The Torsen (TORque SENsing) LSD (Limited Slip Diff) works quite differently to the TRD LSD. The Torsen is a Torque Multipling type of diff with a multiplication ratio of around 5:1. What this means is that whatever torque can be sent to the wheel with the least traction, it can send up to 5 times that torque to the wheel with the most traction. Its biggest advantage is that it can do this extremely quickly and doesn't ever lockup the ratio, but is continuously "sensing" and adjusting the torque between the two wheels. Its only real disadvantage is that when one wheel has no torque available (say it spinning in mud), then 5 times nothing is still no torque to the other wheel, so you can get stuck just like a std diff. Once the car is moving however this cannot happen.
The TRD LSD is a standard type LSD in that it uses clutch packs to transfer torque from one wheel to the other. Transferring torque via clutch packs will be a slower process then the Torsen transfer method and it will absorb more energy from the engine when doing so. However we are probably only talking a few hundreds of a second difference here and maybe a few hp. The main disadvantage of the TRD diff is that it can "lockup" the ratio between the two wheels at 1:1. This means both wheels will then turn at the same speed and if this happens on a corner, it would be exciting at the very least. This "lockup" is also its only advantage over the Torsen diff as even when one wheel is in the mud, the other wheel can provide traction to pull you out.
With the Torsen diff as it usually comes free with the car, reacts quicker and absorbs less power and will never accidentally lockup. But the TRD keeps you straighter.
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12-05-10, 10:36 AM
#8
if you are an sc300 you will either have to do a custom driveshaft or swap the companion flange on the supra tt LSD. Obviously swapping the flange is cheaper, but it must be done correctly otherwise you could ruin the LSD. IMO its almost easier just to get a kaaz or trd
lfrers,
another disadvantage to the clutch type lsd's is they do wear out. the clutches will become worn out over time leaving you with an open diff. the torsen units do not use clutches, only solid gears, so unless your making enough power to break it the torsen should last longer
lfrers,
another disadvantage to the clutch type lsd's is they do wear out. the clutches will become worn out over time leaving you with an open diff. the torsen units do not use clutches, only solid gears, so unless your making enough power to break it the torsen should last longer
Last edited by 93MSB; 12-05-10 at 10:44 AM.
12-05-10, 11:24 AM
#10
lfrers,
another disadvantage to the clutch type lsd's is they do wear out. the clutches will become worn out over time leaving you with an open diff. the torsen units do not use clutches, only solid gears, so unless your making enough power to break it the torsen should last longer
another disadvantage to the clutch type lsd's is they do wear out. the clutches will become worn out over time leaving you with an open diff. the torsen units do not use clutches, only solid gears, so unless your making enough power to break it the torsen should last longer
12-05-10, 02:28 PM
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IDK then because the guy from Toyomoto told my shop that the reason I was doing that many rpm's was because of the auto diff like I said IDK I assumed that but he confirmed it for me. Whats your opinion on why my SC is running that high?
12-05-10, 02:34 PM
#12
one of the reasons your rpms are high is because your using an auto diff with a manual trans. the rear end for the w58 manuals is 4.08 while the auto diff is 4.27.
if you go with a supra auto tt diff your final gear will be 3.76 which will drop your rpm @60mph. my 1jz auto with tt diff cruises at about 2k @60mph
if you have aftermarket wheels/tires that could also be contributing depending on the size
if you go with a supra auto tt diff your final gear will be 3.76 which will drop your rpm @60mph. my 1jz auto with tt diff cruises at about 2k @60mph
if you have aftermarket wheels/tires that could also be contributing depending on the size
Last edited by 93MSB; 12-05-10 at 02:41 PM.
12-05-10, 03:03 PM
#13
here's a list of the different ratios
92-97 SC300
6 cyl, AT (4.27 ratio)
6 cyl, MT (4.08 ratio)
98-00 SC300
6 cyl, AT (4.27 ratio)
92-96 SC400
8 cyl (3.92 ratio)
97-00 SC400
8 cyl (3.266 ratio)
92-96 MKIV Supra
w/o turbo; (4.27 ratio) Limited Slip
w/o turbo; (4.27 ratio)
w/turbo, MT (3.133 ratio) Limited Slip
w/turbo, AT (3.769 ratio) Limited Slip
97-98 MKIV Supra
w/o turbo; (4.08 ratio) Limited Slip
w/o turbo; (4.08 ratio)
w/turbo, MT (3.133 ratio) Limited Slip
w/turbo, AT (3.769 ratio)
w/turbo, AT (3.769 ratio) Limited Slip
92-97 SC300
6 cyl, AT (4.27 ratio)
6 cyl, MT (4.08 ratio)
98-00 SC300
6 cyl, AT (4.27 ratio)
92-96 SC400
8 cyl (3.92 ratio)
97-00 SC400
8 cyl (3.266 ratio)
92-96 MKIV Supra
w/o turbo; (4.27 ratio) Limited Slip
w/o turbo; (4.27 ratio)
w/turbo, MT (3.133 ratio) Limited Slip
w/turbo, AT (3.769 ratio) Limited Slip
97-98 MKIV Supra
w/o turbo; (4.08 ratio) Limited Slip
w/o turbo; (4.08 ratio)
w/turbo, MT (3.133 ratio) Limited Slip
w/turbo, AT (3.769 ratio)
w/turbo, AT (3.769 ratio) Limited Slip
12-05-10, 04:08 PM
#14
No, there is no way. Do a speed per gear calculator using the W58 ratios, the different rear end ratios, and your specific tire size. You will then realize just how insanely high your rear end ratio would have to be or how tiny your wheel/tire height would have to be. Assuming your tires are any where near the factory 25.74" (225/55/16) tire height, then you would have to be something like a 6.00 rear end ratio to be at 60 in 5th around 4k. As was said in your other thread, the electronics (tach/speedo/sensor) are not working properly.
