OS Giken vs KAAZ LSD???
#23
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How much power? what tires? what surface? different surfaces? will it ever rain? I dont know if the KAAZ is as touchy as the OSG, but on a CSP car a setting that was perfect for our local site in the dry was a pushy over locking mess at lincoln, and what worked at lincoln was a one wheel peel machine locally. If it really is an auto-x car, the real answer isnt OSG or KAAZ, its torsen. The torsen my only ever be 90% of a perfectly setup OSG, but getting a perfectly setup OSG for every possible combination of surface, temp, wetness, etc is impossible and a torsen is better the a mediocre setup OSG.
#24
2 Props,3 Dildos,& 1 Cat
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I haven't had the KAAZ on an autox course (or maybe I have, but I forgot because it was ages ago), but my gut says 100% is too much and will end up causing understeer problems at power-on-corner-exit. At 100% you really can feel the car change yaw angles just by wiggling the gas pedal. And not in a good way if you're trying to go fast anywhere before the end of the turn.
#26
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My car is a nasa PT/TT road race car. Around 2200lb and 150hp. Hoosier a6 and sm6 depending...I currently have a kaaz and have been using it in the default 100% lockup configuration. It is driveable, I have set a couple track records with it but it does engage rather harshly. I'm not sure why this would make the car push, it makes my car step out in the back. I would rather it be more progressive.
So I was thinking of trying restacking the plates to the 66% setting but am unsure if that will feel too soft or produce in lift? Has anyone used that setting for a road race car
So I was thinking of trying restacking the plates to the 66% setting but am unsure if that will feel too soft or produce in lift? Has anyone used that setting for a road race car
#27
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100% lockup ( or even 80% or 60%) can make the car push if you dont have enough torque to spin both wheels in the current gear. If its locking harshly enough to shock the tires and cause them to loose grip, you need to work on the ramps most likely, changing the pre-load and/or total lockup can mitigate it at the expense of the rest of the lsd's performance but the problem there lies in the ramps/cams.
#29
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But something in the setup of the diff is making the engagement too harsh which is shocking the tires. Remember tires are hyperelastic, which means that not only the force that is applied matters but the rate that the applied force changes. So going from 10% of max grip to 70% of max grip in a fraction of a second can still overwhelm the tires. /oversimplifiedexplination
#30
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My car is a nasa PT/TT road race car. Around 2200lb and 150hp. Hoosier a6 and sm6 depending...I currently have a kaaz and have been using it in the default 100% lockup configuration. It is driveable, I have set a couple track records with it but it does engage rather harshly. I'm not sure why this would make the car push, it makes my car step out in the back. I would rather it be more progressive.
So I was thinking of trying restacking the plates to the 66% setting but am unsure if that will feel too soft or produce in lift? Has anyone used that setting for a road race car
So I was thinking of trying restacking the plates to the 66% setting but am unsure if that will feel too soft or produce in lift? Has anyone used that setting for a road race car
Don't forget that, with this style of diff, lockup is based on torque input- throttle position and RPM. The variable lockup on these diffs is just another variable that you can use to control the car, which means it's also another way for imperfect driving to make the car handle like ****. I'm currently having similar complaints about my OSG and have been thinking about swapping a couple plates around. It does almost everything perfectly, but if I'm a little too early/harsh when rolling into the throttle out of a sweeper, the rear end gets squirmy. It's not scary and I can drive around it, but it takes a lot more concentration and hurts confidence a little, and is probably costing me a small amount of time since I'm having to wait a little longer before going full throttle.
On that note, does anyone have any input on tuning an OSG for track use and how many plates I should switch? Assuming the miata OSG has 12 discs per side, I'm thinking I'll start with deactivating 2 discs per side. I think that should give 83% lockup?
#34
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Thread rez...
My car came with a Kaaz. Car is 2100lbs or so, around 170whp (non Turbo). It has done a couple of years of racing so the Kaaz is well and truly broken in. The car is circuit raced.
I love it - very progressive, very predictable. I have run a variety of tyres, from NT01s to Dunlop slicks (similar in durometer to Hoosiers). It works well with all of them. It is set at 33%. I have tried 100% which drove a lot like a welded diff mid-corner and on exit, inducing power-on understeer which necessitated firming up the rear to keep the inside rear off the ground. It was not as fast for me at 100%. Have not tried 66% but might try that in the future.
Would love to try an OSG equipped car for comparison.
My car came with a Kaaz. Car is 2100lbs or so, around 170whp (non Turbo). It has done a couple of years of racing so the Kaaz is well and truly broken in. The car is circuit raced.
I love it - very progressive, very predictable. I have run a variety of tyres, from NT01s to Dunlop slicks (similar in durometer to Hoosiers). It works well with all of them. It is set at 33%. I have tried 100% which drove a lot like a welded diff mid-corner and on exit, inducing power-on understeer which necessitated firming up the rear to keep the inside rear off the ground. It was not as fast for me at 100%. Have not tried 66% but might try that in the future.
Would love to try an OSG equipped car for comparison.
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