Limited slip diffs

Rick Johnson · Post by **Rick Johnson** » July 9th, 2005, 4:08 am

Does anyone know what car these were on? I'm going to try and source one for myself and anyone else who wants one. Basically I'm wondering if anyone knows how to identify one, I read somewhere that there isn't that middle piece when you look inside the axle holes? Can anyone verify that?

bigtime · Post by **bigtime** » July 9th, 2005, 6:20 am

http://english.auto.vl.ru/catalog

still looking for my KLZE & LSD

kiwi_MX3 · Post by **kiwi_MX3** » July 9th, 2005, 7:55 am

Yes i know what cars these are on, and yes you can
identify them, by looking thought the speedo cable hole
in the transmition housing...

However these LSD's where not produced for the K8's
or KLZE's and are viscious in nature not mechancial..

bigtime · Post by **bigtime** » July 9th, 2005, 9:16 am

kiwi can u elaberate on that please ?
looking through the speedo cable hole ?

Gro Harlem · Post by **Gro Harlem** » July 9th, 2005, 3:34 pm

I like my tochigi fuji sangyo 2-way LSD....better than that oe-klze crap y0

jschrauwen · Post by **jschrauwen** » July 9th, 2005, 6:50 pm

Gro Harlem wrote:I like my tochigi fuji sangyo 2-way LSD....better than that oe-klze crap y0

Wil, just read your old thread on LSD...AN EXCELLENT READ btw!!! Since that time have you found out any more as far as similar quality gear sets like the ZX2? At the time of writing you said that you weren't sure if the MX6 LS and 626 ES ones also had the same quality cut and refinement like the ZX2, or if they use brass instead of copper inside? Never cracked a TX case before but willing to try this coming winter. At the time of writing the "new" MSP TX hadn't been put through it's paces by you yet and therefore you couldn't comment on its performance highlights. How would you characterise it now? I deffinetely have to get the final drive down lower and reducing torque steer on the ZE would also be a big plus.

A few more good reads;
http://www.mx-3.com/phpbb2/viewtopic.ph ... hlight=lsd

http://www.mx-3.com/phpbb2/viewtopic.ph ... hlight=lsd

http://www.mx-3.com/phpbb2/viewtopic.ph ... hlight=lsd

http://www.mx-3.com/phpbb2/search.php?mode=results

Rick, keep me in mind as a potential buyer if a psuedo/mini GB is initiated. Thanks

slowmx3 · Post by **slowmx3** » August 19th, 2005, 1:43 am

you can verify a LSD differential by having both the front tires in the air and spinning one wheel, if the other wheel spins the same was its LSD, if it spins the opposite way its an open diff.

PATDIESEL · Post by **PATDIESEL** » August 19th, 2005, 9:50 am

However, if looking for a LSD with the tranny not ON a car, look for no rod in the middle of the axle hole, and spin an axle if it has one. If the other side spins the same way you have a LSD.
As for not ever coming on a ZE, that is not true. They were an option on Jap and Australian MX-6s. I have a LSD from a J-spec ZE MX-6 right now. Issue with the MX-6 version is that the drivers axle need to be custom made. However, a Mazda Speed viscous LSD will fit into any G-series tranny (read MX-3 V6 tranny) but requires different axles.

Gro, did you need custom axles in yours?

bigtime · Post by **bigtime** » August 19th, 2005, 11:16 am

option on the australian mx6's ?

Are u sure ? that could be the way to go...

Rick Johnson · Post by **Rick Johnson** » August 19th, 2005, 6:41 pm

Haha this post was made a while ago, I could get the LSD's and axles I just need an easy surefire way to identify them - like a specific picture, or the 2 trans side by side so the differences are more obvious, but I fear that externally they are probably the same, perhaps they could be identified by axle size or spline count?

Then theres the cost and getting them over, Although I can get a 1x1x1m crate slowboated for a few hundred which could hold at least 4 trannys, maybe more. It still might be more worthwhile to get the mazdaspeed unit, Then you could use stock axles....

Gro Harlem · Post by **Gro Harlem** » August 19th, 2005, 11:37 pm

i dunno why you guys can't figure this s--- out yourself. I got like 7 emails asking for part numbers, pictures and spoon-feed-me-please-write-me-a-how-to requests.

the info is there, the axles bolt in. you need ot shave the textured body of the diff so you can shove the speedo ring on (MSPs use abs sensor for speed sensing, not a speedo gear like ours). you also need to press new bearings on since the diff doens['t have them

also, welding the ring gear tot he diff is essential b/c apparently it will break if you do hard launches like me with slicks and s---, the peice of s--- rivets it uses will straight break....

that shows how f---in well this diff works though...the fact that people break that s--- with slicks with only 150-170 hp shows how well its keeping both tires spinning in-sync. I've seen pics of someone's removed after it broke and all of hte rivets like sheared off basically all at once. Welding that s--- should keep it in check though.

kiwi_MX3 · Post by **kiwi_MX3** » August 20th, 2005, 3:18 am

Language Gro...

The infomation is out there, Im going to back gro on that.
and ive posted part numbers and stuff and pic's on the site.

Also the rivets on the diff are the weak point as they are mild steel
you can get the head's machined off and the rivet cored then pushed
out on a press.

The Rivet hole is 11.5mm Diameter so it can be reamed out to 12mm
for a grade "8" bolt to fit size for size. what we call body bound in the
Aircraft Trade where the bolts are frozen in liquid nitrogen and pressed in.

The axles required for the Mazspeed are 28 spline/ 30mm which MX6's
have and some North American MX3's .

Jpec Mx3's axles are differnt they are 26 spline/28 mm. this may be a
local varitant? go figure?

Yes the diff has to be machined for the speedo ring.

Our Gearbox case is a lot stronger than the 323/protege's but still needs
help if going to survive hard core drag racing to with point im constructing
sandwich plates to aid the motor mounts and pull hte box together using
though bolts.

Another possible weak point is the bearing area in the 5th gear zone so i
might remove 5th altogether and renforce that area as well.

Having digitized the gear box on the CMM at work i now have cad files
of all the boltholes

All this takes time money and effort in research and doing the work
which otherwise could be devoted to other things, so on that note
i also back gro up on why he's pissed off to!

Matt.

Gro Harlem · Post by **Gro Harlem** » August 21st, 2005, 3:57 am

yeah, i remember u saying your axles didn't bolt into the diff.

VERY WEIRD that your NZ car is 26 splinecount. That is the same spline count as all 4cylinder g-series transmissions (besides the beefed up MSP axles obviously). All 90-94 protege lx's, escort gt's, ford zx2's, 626, mx6, probe with 2.0 engines all have the smaller axles.

but im gonn have to disagree with you on the trans housing being stronger. I think it is just as weak as the 4cyl G-series. My mx is currently disabled due to the trans housing having a crack in the typical place (near rear engine mount)

what caused it? my worn-to-s--- engine mounts. I got some new MS ones waiting to be put in. I am also getting a tranny support bracket from probetalk from some guy doing another bulk buy for it. it is like 70 shipped and braces the area near the rear mount.

either way...for north american ppl...the fact thea xles bolt in is a huge plus and it makes it almost a direct swap.

'the speedo ring part isn't really that big a deal...if you research and look up the pics of the diff i took, you'll see what i mean by "textured body"..and how it needs to be ground down.

whats funny is the MSP diff has the lil indentation for the speedo ring to be pressed in firm, just needs a bit of machining to fit well.

And thats an interesting point about the rivets. I didnt know wtf they were made of. I dunno if it'd be cheaper or easier to go the route of having them drilled out & stronger ones put in place tho....welding should work fine i'd think. its too late for my diff at least. i'm basically being lazy about putting it all in my spare trans housing.

kiwi_MX3 · Post by **kiwi_MX3** » August 21st, 2005, 4:39 am

Yea the axles had me scratching my head for a while.
Quite a few of the G series 4 cylinders here have 28 splines
just seems to be a down under thing!

Got a good look at the inside of a 323 box, we have a bit better
case but not by much.

The only way to fully support the tranny mount is a plate that
incompassses the bellhousing bolt pattern, machine 5mm off the
bellhousing and the plate makes up the difference and spreads the
load a lot further.

I did'nt fancy welding the diff ring gear as if there is a screw up its
not a cheap item to replace.

Give me a month or so to post my finished plates dummied up on the
box.

jschrauwen · Post by **jschrauwen** » November 6th, 2005, 4:17 pm

There's an opportunity to get a new MSP LSD with bearings and seals. Is it still necessary to do the machining on the casing to get the speedo ring pressed in? Since it's mentioned that the ring gear appears to be the weakest link, what would be the best and/or easiest way to fix that - welding or maching out rivets and having high grade bolts pressed in? I believe trying to find a shop near me to do the latter may be near impossible. Scrounging this kind of work at the airport is almost an impossibility these days. Confirm that I cannot use the old MX3 axles but rather, I require an axle with a spline count of 28 and a diameter of 30mm? Where would I find something like that? I guess Gro, Pat, Rick and Steve would be able to shed some light on this .... I hope? Thanks,
*John*