Kaaz LSD Setup

[guilhem74]

Hello All,

I'm in the process of installing my Kaaz LSD,

The car is for Road use only, I'm in the mountain with some nice road here.

The idea is to have something like the factory one, not to much.

There is 3 setup possible, 100%, 65% and 35%.

I'm between 65 and 35, what do you guy thinks ?

Thank you,

Guilhem

[jmz]

On my Sports purpose 1968 SWB 911 running 185/70 tires. I use a Kaaz LSD and am very happy.

set up by Kaaz with below specs:
65% lock
Reverse 1.5 way, so opposite of below.

The 1.5-way differential is recommended for most types of motorsports driving. On acceleration, the 1.5-way optimizes the performance, which is followed by a lighter lockup during deceleration. This makes for the ultimate traction on road racing.

[guilhem74]

Thanks for your answer,

So ramp are mount the other way ?

More lock at decelration than acceleration ?

If i want something near the original ZF which setup it should be ?

[Matt Monson]

Original ZF was 40/40, or what Kaaz would call a moderate lock 2 way. Starting with 993, they went to 25/65, aka 1.5 way. It works really well on all the torsion bar cars, and is similar to what JMz is suggesting for you.

[guilhem74]

Thanks

I also done some research, and yes it seems a nice setup.

So following that on the 930 lsd,

I have set it up like this reverse 1.5 at 65% (disabling one disk)



It seems good for you ?

[gled49]

So which way do you set the thrust pieces to get more coast locking value ie: (40/60) vs more load values.

[Michael.]

Originally Posted by Matt Monson

Original ZF was 40/40, or what Kaaz would call a moderate lock 2 way. Starting with 993, they went to 25/65, aka 1.5 way. It works really well on all the torsion bar cars, and is similar to what JMz is suggesting for you.

That would be it locks 65% on acceleration and 25% decel?

[gled49]

In post #6, picture of 2 ramp set ups. Which gives u higher decel values?

[AlBackus36]

Gled, I'm guessing here, but side opposite of rotation would make most sense to me as that's what it's reacting against. The round pin is trying to separate the halves on the ramp and apply a pressure to the clutches with an amplitude relative to the angle. 60 is the steep side and 40 is the more gradual side.

Top pic: 40 accel / 60 decel
Bottom pic: 60 accel / 40 decel

Again, take it with grain of salt. I'm guessing, but want to learn myself

[Matt Monson]

Sorry for the slow reply. I'm not on much during the week.

Here's a picture of the 25/65 993 factory LSD for a visual reference.

Michael. (and AlBackus36) You have it backwards. On a 911, you want more lock under braking than on throttle. That's the reverse the ramps part of instruction that the OP has been given on using the Kaaz, that's mentioned earlier in the thread.

With the rear engine, the 911, has great traction already on throttle. This is why they function well with lower lock. But because the engine is out behind the rear axle, it creates a kind of pendulum effect wallowing under heavy braking from high speeds. A high locking factor really settles that down and allows trail braking deep into the turn initiation. Also, remember that these are what Porsche calls antislip effectiveness, or percentage locking. It is NOT ramp angles like one might see in the BMW world and other places.

[gled49]

Thanks Matt, my second pix in post 6 is the way is the way I wanted it, more decel lock. They come from Kaaz set up like the first pix, it took me a while to figure it out. The value based on the visual of the diff in Matt’s pix leads me to think Kaaz is close to 25/65. Because they don’t publish this kind of info, my guess was 20/80. With the tightest plate stack, pre-load was 34 lbs and with plate diameter of 92mm vs 87mm for Porsche. Their 35/65/100 alternative set ups give u adjustability.

[Michael.]

Originally Posted by Matt Monson

Michael. (and AlBackus36) You have it backwards. On a 911, you want more lock under braking than on throttle. That's the reverse the ramps part of instruction that the OP has been given on using the Kaaz, that's mentioned earlier in the thread.

With the rear engine, the 911, has great traction already on throttle. This is why they function well with lower lock. But because the engine is out behind the rear axle, it creates a kind of pendulum effect wallowing under heavy braking from high speeds. A high locking factor really settles that down and allows trail braking deep into the turn initiation. Also, remember that these are what Porsche calls antislip effectiveness, or percentage locking. It is NOT ramp angles like one might see in the BMW world and other places.

Ahh interesting. I spent most of my formative years around BMWs and swapping LSDs on those. I'm used to higher accel lockup I guess.

[gled49]

The Kaaz diffs came out of the Japanese front engine world so they come with acceleration bias.

[AlBackus36]

Interesting stuff! Thanks for clearing it up!

[guilhem74]

Thanks All for your answer ! Will finally test it in few days now.

So it was setup kind of the 993 LSD pictured here