996/997 GT3 Limited Slip Differentials part 2A little more technical analysis of GT3 diffs
If you’ve come this far, maybe you’re interested enough to go a little deeper into the differential operation and benefits of our GT3 upgrade. There are small technical differences between the 996 and 997 based GT3 street car differentials. Porsche apparently noticed the poor performance of their factory limited slip differential with the 996. From what we have heard, the warranty claim rate on the 996 differentials was fairly high. This to replace the friction discs inside, presumably to restore the designed amount of limit to the slip. Every instance ended with the same results; almost zero break away torque static, very limited ramp angle force applied with power on, and just about zero lock on deceleration. The 997 has a slight improvement in acceleration ramp angle (more on that later), but suffers the same fate when multiple track days are run, a differential with almost the same feel as an “open” diff. I think the Porsche engineers reckon that with traction control the diff just isn’t as important. Why else would they, for the first time in the history of the 911, offer the 2005 997 without a limited slip differential option?
Most professional race teams, and even well funded club racers have several differentials on hand for various tracks. This highlights the importance of balanced acceleration and balanced deceleration from both rear wheels. The differential is very important to race car set up and handling. If you have ever chased corner off oversteer by continually tightening up the front end, only to find corner entry or mid corner push, then you probably can reduce your lap times with a correctly built diff. Since our customers run various tracks and do street driving, we keep the differential fairly tame. As opposed to drivers in the 80’s who learned to steer 911’s with their right foot as well as use the steering wheel. Because usually they had an 80% locked diff or what is known as a “spool”. This allowed for zero slip and both rear tires rotated equally, talk about low speed corner push.
Pro teams running 12 and 24 hour races with 450 hp Cup cars need a “bullet proof” diff that can be tailored or adjusted to suit their needs with a housing made of the finest billet steel available. In fact, if you ask most Cup Pro teams they will tell you that the factory diff is a weak link in their drive train. Plunk down serious big money (money being relative, Farnbacher/Loles lost the Rolex in 2009 because of a failed factory diff, what did that cost?) and you can have one. Our estimate for one of these would be $7500, all in. And because, it requires re-set up of the ring/pinion backlash and bearing preload, it is best done with the transmission removed. Most GT3 owners don’t need a differential of that nature. However, they do need a significant upgrade over the stock Porsche unit. Our friends at Guard Transmission have developed engineering and materials that far surpass the units provided by Porsche.
The differentials we build have four variations of “ramp” or lock up: 40/60, 50/80, 60/40, and 80/50. These ramps are part of the “guts” of our improved differential. We have found for the type of driving that most of our customers do both street and track days that the 40/60 works best. What does 40/60 mean? The first number, or percentage, is the capability of the diff, under full power to provide lock up on acceleration. The second is its theoretical lock up under deceleration. As opposed to an open diff which would be 0/0 between the rear tires and the aforementioned “spool” at 100/100.
We have developed a technique and procedure to modify GT3 differentials without transaxle removal. The differential and ring gear are removed. Everything is very carefully measured and logged. We install Guard friction plates, intermediate plates and spring washers, along with the multiple choice ramp section into your differential housing. This eliminates the need for altering the factory ring/pinion relationship and need to change or remove the differential side bearings. Other benefits include easy service, the differential can be removed at any time in the future to try different settings or replace the friction discs when necessary. We have some high mile cars out there and we have not had to replace any worn discs yet. The car is in our shop for three days, or you can send us your gearbox or differential. The cost complete is in the $3,000 area. Of course if you do the removal and install yourself it will be less. We recommend and fill our gear boxes with Torco MTF fully synthetic gear lube and we add a friction modifier to keep low speed (parking) chatter to a minimum for street drivers. This gives the same driveability and handling improvements as the pro diff, at a substantially reduced cost.
You may have to readjust the balance of your sway bars, or shocks to suit the new diff, track or your style, but the benefit will always be faster lap speeds, and that’s what it’s all about