05 g35coupe 6mt WITHOUT LSd??
LSD is most likely shot or your rear end was replaced with a open diff...At 30K you should change the diff fluid, but that alone wont fix it, the lsd internal components would need to be replaced/rebuilt.
technically this should be covered under the powertrain warranty, but idk how you would approach them to replace it. Idk taking the service mgr to an open lot to do one wheel peels may work lol...
I believe the OEM VLSD starts working when its gets to a certain temperature.
So if you trying to do a burnout from a standstill you will only get one wheel
mark on the tarmac as far as I understood from previous research.
It could also be like the other have said since the OEM VLSD depends on a liquid
I have heard where the liquid loses its characteristics and the LSD will act as a open diff
So if you trying to do a burnout from a standstill you will only get one wheel
mark on the tarmac as far as I understood from previous research.
It could also be like the other have said since the OEM VLSD depends on a liquid
I have heard where the liquid loses its characteristics and the LSD will act as a open diff
GLEX, thats what the vlsd looks like inside the diff... its also a pretty heavy ****.
OP, if what you said is happening (one wheels goes nuts, and the other stays planted) then you have no LSD or it became an open diff.. either or.. Take it to the dealer and tell them you took a hard right turn and you only had one wheel spin.. Don't lie cause they know you will be... Tell them the truth that you bought the car for a little fun and performance, they may be more leniant.
OP, if what you said is happening (one wheels goes nuts, and the other stays planted) then you have no LSD or it became an open diff.. either or.. Take it to the dealer and tell them you took a hard right turn and you only had one wheel spin.. Don't lie cause they know you will be... Tell them the truth that you bought the car for a little fun and performance, they may be more leniant.
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hmmmm...perhaps a fluid change in the rear diff would help? I don't know if he swapped out the diff but I don't think he did....
What kind of fluid did you all use for your VLSD diff??? Car has about 32k miles and has never had rear diff fluid changed that i know of. I'll try that first before pulling it apart to see what the problem is.
What kind of fluid did you all use for your VLSD diff??? Car has about 32k miles and has never had rear diff fluid changed that i know of. I'll try that first before pulling it apart to see what the problem is.
hmmmm...perhaps a fluid change in the rear diff would help? I don't know if he swapped out the diff but I don't think he did....
What kind of fluid did you all use for your VLSD diff??? Car has about 32k miles and has never had rear diff fluid changed that i know of. I'll try that first before pulling it apart to see what the problem is.
What kind of fluid did you all use for your VLSD diff??? Car has about 32k miles and has never had rear diff fluid changed that i know of. I'll try that first before pulling it apart to see what the problem is.
If you have never changed the diff fluid in 32K miles you're in for a surprise. I changed mine out about 5K miles and it was gray with a lot of filing paste caked around the magnet.
EDIT: here is something that may help better understand the operation
Speed-sensitive
from Wiki
Viscous
S13 Viscous LSD
The viscous type is generally simpler because it relies on hydrodynamic friction from fluids with high viscosity. Silicone-based oils are often used. Here, a cylindrical chamber of fluid filled with a stack of perforated discs rotates with the normal motion of the output shafts. The inside surface of the chamber is coupled to one of the driveshafts, and the outside coupled to the differential carrier. Half of the discs are connected to the inner, the other half to the outer, alternating inner/outer in the stack. Differential motion forces the interleaved discs to move through the fluid against each other. In some viscous couplings when speed is maintained the fluid will accumulate heat due to friction. This heat will cause the fluid to expand, and expand the coupler causing the discs to be pulled together resulting in a non-viscous plate to plate friction and a dramatic drop in speed difference. This is known as the hump phenomenon and it allows the side of the coupler to gently lock. In contrast to the mechanical type, the limiting action is much softer and more proportional to the slip, and so is easier to cope with for the average driver. New Process Gear used a viscous coupling of the Ferguson style in several of their transfer cases including those used in the AMC Eagle.
Viscous LSDs are less efficient than mechanical types, that is, they "lose" some power. They do not stand up well to abuse. In particular, any sustained load which overheats the silicone results in sudden permanent loss of the differential effect.[4] They do have the virtue of failing gracefully, reverting to semi-open differential behaviour. Typically a visco-differential that has covered 60,000 miles or more will be functioning largely as an open differential; this is a known weakness of the original Eunos Roadster sports car. The silicone oil is factory sealed in a separate chamber from the gear oil surrounding the rest of the differential. This is not serviceable and when the differential's behaviour deteriorates, the VLSD centre is replaced.
S13 Viscous LSD
The viscous type is generally simpler because it relies on hydrodynamic friction from fluids with high viscosity. Silicone-based oils are often used. Here, a cylindrical chamber of fluid filled with a stack of perforated discs rotates with the normal motion of the output shafts. The inside surface of the chamber is coupled to one of the driveshafts, and the outside coupled to the differential carrier. Half of the discs are connected to the inner, the other half to the outer, alternating inner/outer in the stack. Differential motion forces the interleaved discs to move through the fluid against each other. In some viscous couplings when speed is maintained the fluid will accumulate heat due to friction. This heat will cause the fluid to expand, and expand the coupler causing the discs to be pulled together resulting in a non-viscous plate to plate friction and a dramatic drop in speed difference. This is known as the hump phenomenon and it allows the side of the coupler to gently lock. In contrast to the mechanical type, the limiting action is much softer and more proportional to the slip, and so is easier to cope with for the average driver. New Process Gear used a viscous coupling of the Ferguson style in several of their transfer cases including those used in the AMC Eagle.
Viscous LSDs are less efficient than mechanical types, that is, they "lose" some power. They do not stand up well to abuse. In particular, any sustained load which overheats the silicone results in sudden permanent loss of the differential effect.[4] They do have the virtue of failing gracefully, reverting to semi-open differential behaviour. Typically a visco-differential that has covered 60,000 miles or more will be functioning largely as an open differential; this is a known weakness of the original Eunos Roadster sports car. The silicone oil is factory sealed in a separate chamber from the gear oil surrounding the rest of the differential. This is not serviceable and when the differential's behaviour deteriorates, the VLSD centre is replaced.
Last edited by RBull; Feb 5, 2009 at 04:05 PM.
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From: PNW in Washington
6MT Coupe
^
-Wiki quote-
'The silicone oil is factory sealed in a separate chamber from the gear oil surrounding the rest of the differential. This is not serviceable and when the differential's behaviour deteriorates, the VLSD centre is replaced.'
-end quote-
I did not know that. Thank you
-Wiki quote-
'The silicone oil is factory sealed in a separate chamber from the gear oil surrounding the rest of the differential. This is not serviceable and when the differential's behaviour deteriorates, the VLSD centre is replaced.'
-end quote-
I did not know that. Thank you
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