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Cayman ModificationsDiscuss modifications to your Cayman
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For the record coming from the 996 and and air cooled 911 world, the quaife units are not considered to even be close to the same quality as Guard units, I have had friends have and have read of failures with quaife and zero with Guard. Customer support at Quaife seems to be a serious issue vs. with Guard you call up and get a real voice or someone who will call you back within a couple of hours with a real answers. I realize the Guard stuff costs more money, but given the potential headaches, I will wait for Guard to come out with options. As to Torsen vs. Clutch type, I am mixed. On cars with more motor, like a 996 GT3 or 997 x51, you need a clutch type diff as when you get on it, power is laid down in a more consistant fashion than a torsen diff (I have used clutch type on street, track and autox, they work fine with the right ramp settings and suspension setup). Setting the ramp angles to your driving style 40/60 street track was what we liked vs. GT teams ran race only cars in 80/80 or other more aggressive setups (which can lead to a new meaning of understeer at initial turn in). For lower horsepower cars where drivetrain drag is an issue - people I know who are really good at car setup have run torsen diffs and tuned the suspension around no decel lockup, the slightly changing ratio of lockup with a torsen diff is less noticed with lower hp cars as well so you trade that for less driveline drag. As to lifting a wheel on the track, unless you are banging curbs or your car is not set up right, this should not be an issue to keep you from using a torsen on the track. At the end of the day I think it will take one car with a torsen vs. one with a clutch type with a similar driver and setup to figure out which will produce better lap times on a track or A/X situation, I think for stock cars (where we can't adjust shock rebound/bump or sway bar settings), the torsen may be the way to go as it makes the car drive more like an open diff at turn in and and we may just not have enough hp to need a clutch type. My two cents.
For the record coming from the 996 and and air cooled 911 world, the quaife units are not considered to even be close to the same quality as Guard units, I have had friends have and have read of failures with quaife and zero with Guard. Customer support at Quaife seems to be a serious issue vs. with Guard you call up and get a real voice or someone who will call you back within a couple of hours with a real answers. I realize the Guard stuff costs more money, but given the potential headaches, I will wait for Guard to come out with options. As to Torsen vs. Clutch type, I am mixed. On cars with more motor, like a 996 GT3 or 997 x51, you need a clutch type diff as when you get on it, power is laid down in a more consistant fashion than a torsen diff (I have used clutch type on street, track and autox, they work fine with the right ramp settings and suspension setup). Setting the ramp angles to your driving style 40/60 street track was what we liked vs. GT teams ran race only cars in 80/80 or other more aggressive setups (which can lead to a new meaning of understeer at initial turn in). For lower horsepower cars where drivetrain drag is an issue - people I know who are really good at car setup have run torsen diffs and tuned the suspension around no decel lockup, the slightly changing ratio of lockup with a torsen diff is less noticed with lower hp cars as well so you trade that for less driveline drag. As to lifting a wheel on the track, unless you are banging curbs or your car is not set up right, this should not be an issue to keep you from using a torsen on the track. At the end of the day I think it will take one car with a torsen vs. one with a clutch type with a similar driver and setup to figure out which will produce better lap times on a track or A/X situation, I think for stock cars (where we can't adjust shock rebound/bump or sway bar settings), the torsen may be the way to go as it makes the car drive more like an open diff at turn in and and we may just not have enough hp to need a clutch type. My two cents.
VMAN
VMAN - I wonder why your very first post after joining this forum two weeks ago is to trash Quaife. There are many satisfied Quaife customers here. The pros and cons of this product have been discussed since 2006 and the general concensus is that, given the price, it is a excellent product for street/track use. Also, this thread is for people interested in ORDERING a Quaife LSD from Tess. There is another thread for discussion of the product. Stating that Quaife is bad because you "heard from friend" or "read" somewhere does not make it so. Give us the proof - show us the money! Also, do you have your Cayman listed in the registry?
LSD - Limited Slip Differential
A limited slip differential (LSD) is a modified or derived type of differential gear arrangement that allows for some difference in rotational velocity of the output shafts, but does not allow the difference in speed to increase beyond a preset amount. In an automobile, such limited slip differentials are sometimes used in place of a standard differential, where they convey certain dynamic advantages, at the expense of greater complexity.
The main advantage of a limited slip differential is found by considering the case of a standard (or "open") differential where one wheel has no contact with the ground at all. In such a case, the contacting wheel will remain stationary, and the non-contacting wheel will rotate freely– the torque transmitted will be equal at both wheels, but will not exceed the threshold of torque needed to move the vehicle, thus the vehicle will remain stationary. In everyday use on typical roads, such a situation is very unlikely, and so a normal differential suffices. For more demanding use however, such as driving off-road, or for high performance vehicles, such a state of affairs is undesirable, and the LSD can be employed to deal with it. By limiting the velocity difference between a pair of driven wheels, useful torque can be transmitted as long as there is some friction available on at least one of the wheels.
To see the installation of a LSD style unit Click Here -> Article Forthcoming Stay Tuned
__________________ '07 Cayman S (The Black Pearl) Performance mods: clear side markers
Thanks for the cover in my absence JCR. I will look at this post in more detail, tomorrow when I have a little more time. (I have just arrived home after 5days out of contact (almost ) with the human race. But contrary to not having a voice. We here at the CaymanClub HAVE a voice, It's one of the members and it's ME.........I don't have any issues with Paul (Guard) and will probably sell his products in the UK at some point in the near future so unless you have a problem that, if I can, I will try and help with, I can't quite see the point of your post. Nobody has pretended that the Quaife is "The Be All and End All" but is a product that does a job, within a certain price range for a certain type of customer.
Tess and JCR I am sure the Quaife group buy is a good deal. Quaife has great engineerng, but when you buy a modified part as important as an LSD, people should know that Quaife customer support and reputation for build Quality control is not on par with Guard or Farnbacher/Stasis solutions. Getting a real tech support person on the phone at Guard (ask for Mike) or Farnbacher (ask for Kip) is easy. Tess it appears you have done some research and know most winnning ALMS teams use Guard products and know of Farnbacher's race records. I have friends that are Quaife dealers that are unhappy with the customer support (you can choose to disbelieve me), I don't want to see you get in that bind. With all aftermarket parts you get what you pay for, you might get a great Quaife unit that never breaks, you might not, but if it breaks who is going to be there to support it? I just noticed on the board someone who has a Cayman Quaife unit and a ruined transmission - was it a bad install or LSD, who is going to research the issue, has Quaife offered to send out an engineer or inspect the transmission? As far as show us the money - I have spent alot of time and money modifying porsche cars and have trusted access to several of the top porsche race shops and crew chiefs in the US - I have one of the few 996/moton/997 X51 3.8 motor cars in the world and am just about to start modifying a Cayman S, so I am researching the options and costs of the LSD conversion. As for not posting in the other LSD section, sorry about that if you can tell me how to move over my post I will. JCR your show us the money assumes I have never modified a porsche, seen a broken Quaife diff, or have access to real information in this industry...I understand it may have come accross as me calling your baby ugly, but try to objective and not get personal.
LSD - Limited Slip Differential
A limited slip differential (LSD) is a modified or derived type of differential gear arrangement that allows for some difference in rotational velocity of the output shafts, but does not allow the difference in speed to increase beyond a preset amount. In an automobile, such limited slip differentials are sometimes used in place of a standard differential, where they convey certain dynamic advantages, at the expense of greater complexity.
The main advantage of a limited slip differential is found by considering the case of a standard (or "open") differential where one wheel has no contact with the ground at all. In such a case, the contacting wheel will remain stationary, and the non-contacting wheel will rotate freely– the torque transmitted will be equal at both wheels, but will not exceed the threshold of torque needed to move the vehicle, thus the vehicle will remain stationary. In everyday use on typical roads, such a situation is very unlikely, and so a normal differential suffices. For more demanding use however, such as driving off-road, or for high performance vehicles, such a state of affairs is undesirable, and the LSD can be employed to deal with it. By limiting the velocity difference between a pair of driven wheels, useful torque can be transmitted as long as there is some friction available on at least one of the wheels.
To see the installation of a LSD style unit Click Here -> Article Forthcoming Stay Tuned
Farnbacher Loles
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Still don't understand why you are planting seeds of doubt, Broken this and that. Nobody is questioning that you might have something to say, but that can be done without such a negative attitude. If there is an issue for all units supplied via motordrive I will stand on for the unit and replace it, I know Quaife are "looking" at how it supplies in the sates.
As stated Paul makes a nice LSD, but we are running TBD's for different reasons. Again if somebody has a problem, they for sure haven’t told me about it.......!!... Unfortunately this is where I'm going NOW
LSD - Limited Slip Differential
A limited slip differential (LSD) is a modified or derived type of differential gear arrangement that allows for some difference in rotational velocity of the output shafts, but does not allow the difference in speed to increase beyond a preset amount. In an automobile, such limited slip differentials are sometimes used in place of a standard differential, where they convey certain dynamic advantages, at the expense of greater complexity.
The main advantage of a limited slip differential is found by considering the case of a standard (or "open") differential where one wheel has no contact with the ground at all. In such a case, the contacting wheel will remain stationary, and the non-contacting wheel will rotate freely– the torque transmitted will be equal at both wheels, but will not exceed the threshold of torque needed to move the vehicle, thus the vehicle will remain stationary. In everyday use on typical roads, such a situation is very unlikely, and so a normal differential suffices. For more demanding use however, such as driving off-road, or for high performance vehicles, such a state of affairs is undesirable, and the LSD can be employed to deal with it. By limiting the velocity difference between a pair of driven wheels, useful torque can be transmitted as long as there is some friction available on at least one of the wheels.
To see the installation of a LSD style unit Click Here -> Article Forthcoming Stay Tuned
Motordrive
Motordrive
Moslo Mill
Ebury Street
Radcliffe
Manchester
M26 4BL
UK
As said, I am happy to have the moderator move my posts to another part of the site, early in your group buy some folks also said they were waiting for Guard to come out with a unit. Seeds of doubt is from a new transmission new lsd product, not very good documentation = development risk....which means if things go wrong you are going to be dealing with who sold you the part not just for the cost of the part but for the damage it may cause. As to the broken transmission, search the cayman club under the install section there is a post about a broken transmission with a Quaife unit, who is going to investigate that to make sure it is faulty install vs. faulty product? Buyers who are uninformed as to the fact they are taking development risk with aftermarket products are going to be your potential headache and not mine and with a partner like Quaife I wish you the best if times get tough.
LSD - Limited Slip Differential
A limited slip differential (LSD) is a modified or derived type of differential gear arrangement that allows for some difference in rotational velocity of the output shafts, but does not allow the difference in speed to increase beyond a preset amount. In an automobile, such limited slip differentials are sometimes used in place of a standard differential, where they convey certain dynamic advantages, at the expense of greater complexity.
The main advantage of a limited slip differential is found by considering the case of a standard (or "open") differential where one wheel has no contact with the ground at all. In such a case, the contacting wheel will remain stationary, and the non-contacting wheel will rotate freely– the torque transmitted will be equal at both wheels, but will not exceed the threshold of torque needed to move the vehicle, thus the vehicle will remain stationary. In everyday use on typical roads, such a situation is very unlikely, and so a normal differential suffices. For more demanding use however, such as driving off-road, or for high performance vehicles, such a state of affairs is undesirable, and the LSD can be employed to deal with it. By limiting the velocity difference between a pair of driven wheels, useful torque can be transmitted as long as there is some friction available on at least one of the wheels.
To see the installation of a LSD style unit Click Here -> Article Forthcoming Stay Tuned
vman,
Your posts in a group buy topic thread were not appropriate so I moved them to a new topic where you are free to discuss them. I have talked to Paul Guard several times about his units vs. Quaife units and some of the concerns Paul had were not true anymore with respect to the Quaife unit. Evidently in the past at some point Quaife's interior machining was pretty rough, that's not the case anymore, at least not with the unit that I received and that went into my car. While you may know some Quaife resellers that aren't happy with Quaife, I know some that are, even some that are very happy. Sure if I bought a Stasis unit I could call F-L, talk to Kip and he'd have to direct me to Statis but then Stasis would also be directing me to someone else, so I don't think there are any ultimate guarantees with regard to LSD/TBD units. You could buy a unit from a company with poor customer service but the unit performs flawlessly for the life of your car, or you could buy a unit that ends up having problems and has to be replaced, but the people on the other end of the phone are sure nice.
It seems a it odd to me that your first posts are taking shots at a particular vendor/manufacturer, but perhaps you have some strong opinions based on past experiences which you are trying to apply to current products/situations. There are probably some vendors I wouldn't buy from due to past experiences even though their products and/or support today might be much better. I don't think, however, I'd go out of my way to post about it in an automotive forum, or at least not as my first set of posts. Then again, people are different, just like products are.
LSD - Limited Slip Differential
A limited slip differential (LSD) is a modified or derived type of differential gear arrangement that allows for some difference in rotational velocity of the output shafts, but does not allow the difference in speed to increase beyond a preset amount. In an automobile, such limited slip differentials are sometimes used in place of a standard differential, where they convey certain dynamic advantages, at the expense of greater complexity.
The main advantage of a limited slip differential is found by considering the case of a standard (or "open") differential where one wheel has no contact with the ground at all. In such a case, the contacting wheel will remain stationary, and the non-contacting wheel will rotate freely– the torque transmitted will be equal at both wheels, but will not exceed the threshold of torque needed to move the vehicle, thus the vehicle will remain stationary. In everyday use on typical roads, such a situation is very unlikely, and so a normal differential suffices. For more demanding use however, such as driving off-road, or for high performance vehicles, such a state of affairs is undesirable, and the LSD can be employed to deal with it. By limiting the velocity difference between a pair of driven wheels, useful torque can be transmitted as long as there is some friction available on at least one of the wheels.
To see the installation of a LSD style unit Click Here -> Article Forthcoming Stay Tuned
Concerns over LSD/TBD units
Unfortunately this is where I'm going NOW
