___Caja G50___Pares de Apriete, Aceite, Embrague, Volante de Inercia

Perdona Pereña, es el P.to IPHONE, que me trae loco, que digo, que después de todo lo que has investigado….. que, que diferencial AUTOBLOCANTE me recomiendas para mi C2 964, G50,03…… y que si chequeaste esta pagina web….http://www.guardtransmission.com/……y que gracias por adelantado!!!!!!:beer:

 

Adjunto info, en ingles de la pagina que menciono en el post anterior... saludos.
Frequently Asked Questions
How do I choose a differential for my vehicle?

The most typical installation choices for our differentials are as follows:
(a) Street / autocross - Torque-biasing suitable for most applications, especially autocross. 60/40 (or 40%) LSD for all Turbo and high-performance street cars.
(b) Street / track - Torque-biasing for light track use, with stock suspension. 60/40 (or 40%) LSD if car has stiffer suspension or power upgrades.
60/40 (or 40%) LSD for any car used primarily for track.
(c) Track only - 80/50 LSD Special order “Zero-Preload” LSD, with 4, 6, or 8 friction discs



Limited-slip differentials provide lock-up on both acceleration and deceleration. The amount of lock-up on accel and decel can be adjusted by selection of the internal plate sequence and/or ramp selection. Lock-up on deceleration allows late braking and aggressive entry into high speed turns, reasons why all professional Porsche road- racing teams utilize LSDs, rather than TBDs.



Torque-biasing differentials provide lock-up on acceleration only. The amount of lock- up increases as the amount of torque increases. On deceleration, lock-up is negligible, making the TBD ideal for the slower-speed turns of Autocross. (In the same slow speed turn, an 80% LSD would most certainly cause unwanted understeer.)

A torque-biasing differential performs like an open diff whenever one of the drive wheels approaches lifting off the ground. Lock-up and traction are lost until both drive wheels are again planted firmly on the pavement. Distinct limitations exist when a TBD is incorrectly used in a rear-engined or high speed track race car.
A great deal of confusion is caused by optimistic sales information distributed by companies that only offer torque-biasing differentials, or when a TBD is described by a vendor as a “limited-slip differential”. As Guard offers both differential types, we try to present as much information as possible, so that an informed choice can be made based on suspension set-up and intended use of the vehicle. Too often, we have seen the full potential of a car severely limited by use of the incorrect differential type, or by a low quality Chinese knock-off “LSD” that fails to provide long-term performance.
Thank you for your interest ---
Paul Guard






What is the service life of the low ratio gears?

The 2000 & 2001 GT3Rs have air-to-oil transmission oil coolers. In these early models, transmission oil temperatures could be expected to rise as high as 275- 300 degrees Fahrenheit in any race longer than 1 hour in duration.
In 2002, Porsche introduced the water-to-oil oil coolers. In these later GT3Rs, transmission oil temperatures could be expected to run at around 240 degrees Fahrenheit, even in races of 12 or 24-hour duration.
3rd gear idlers 1.550 (20:31) and lower (numerically higher) have a notoriously shorter life span. This issue becomes more pronounced when higher oil temperatures are experienced, and especially pronounced with ultra-low ratios.
Comparable life expectancy of low-ratio gears in the above two examples are:


Oil Temperature Life Expectancy
275-300º F 15 Hours
240º F 30 Hours


As can be seen above, it is a risky affair to use ultra-low ratios for extended periods of time when oil temperatures are excessively high. However, efforts to reduce these high temperatures can yield substantial benefits.
“Life expectancy” is defined as “period of running time before obvious signs of pitting and/or galling, especially at the root of the individual gear teeth”. While a gear exhibiting these conditions would not likely experience catastrophic failure immediately, every effort should be taken to replace the gear shortly after these conditions become apparent.

 

No conocía esa página. Gracias por la información

Respecto al diferencial... sólo te puedo decir que QUAIFE tiene muuuuuuuuucha reputación y prestigio... con eso te lo digo todo :idolo:

Es un LSD (torsen)

Ahora valora tú si prefieres un torsen o uno de discos como el que venía de serie opcional

Te dejo la página de Quaife por si quieres curiosear

http://www.quaife.co.uk/oem

En concreto sería la ref. QDF2Q para la G50 y es exactamente el que yo compré

http://www.quaife.co.uk/shop/products/qdf2q-2

 

gran hilo!

tengo entendido, no se si correcta o erroneamente, que los diferenciales torsen no actuan en retencion sino solo en aceleracion, mientras los de discos en ambos sentidos. Correcto?

 

correcto, ya que los torsen sólo actúan mediante "torque sensitive", de ahí su nombre (torsen).

en retención no hay ningún tipo de acción de par sobre las ruedas.

 

Adjunto respuesta, de Guards :

Hello Miguel,

Thank you for your interest in our products. We do not currently have a dealer in Spain, but would be happy to sell to your directly. What I would suggest for your needs would be our GT3 Club LSD. The price on the unit is $2850 plus shipping (VAT will be charged on your end by customs).

I would suggest you go with the 40/60 configuration. The 50/80 version is a little too aggressive for the street. The 40/60 is good for both street and track. Most shops will want to remove the gearbox from the car for installation, but if the mechanic knows what he's doing, he can do it with the gearbox in place. New bearings and a few shims will be required for the installation.
*
If there are any other questions, please let me know.

Matt Monson
Guard Transmission LLC
303-530-1094

--- On Thu, 2/17/11, Villotaf <villotaf@mac.com> wrote:

From: Villotaf <villotaf@mac.com>
Subject: LSD for 964 C2
To: gtgears@yahoo.com
Date: Thursday, February 17, 2011, 3:55 AM

Hi, is Miguel from Spain, I just like to know, what will be the correct LSD for my car, I use for street and a lot of mountain curves road, to go out with the Porsche club, the car is a 964 C2 from 1990, 3.6, with a G50/03 gear box. And it will be possible to mount that with the gearbox in, or it have to be down, and the approximately cost of the LSD, and if I need some other parts to fit it, many thanks for your time Miguel.

Where I can buy it?


Me respondieron en menos de 24 horas!!! Un 10:drooling

 

Respecto a esto:

y viendo esto:

http://www.soloporsche.com/showthread.php?t=45436

Todavía hay muchas cosas por aclarar... :confused:

Menudo cacao con los aceites :o

 

Queréis que le pregunte al de Guards transmissions????? Y la liamos mas?????:[yahoo]

 

Sería interesante recopilar más información al respecto :D