Quote:
Originally Posted by Billj747
What was your issue with the OSG?
|
here is what i wrote about it in the other thread:
"... build quality, materials used and the surface finishing is really thumbs up.
but once installed i was pretty much disappointed on the locking capabilities: it hardly locked at all... it simply felt like an open unit.
after discussing with the supplier and manufacturer we were pretty sure that the neg. preload setup was to high. i got some new pressure plates and a different setup suggestion. i am really curious an how it will perform in the new spec which i will assemble these days as i am pretty convinced of the general design and the negative preload idea in theory. i guess i will only need to find a proper setup (which should normally be done by the manufacturer but well...)"
...
"a few days ago i put my new os giken setup in my m3 with the 60/60 instead of the 35/25 ramps and 7 instead of 5 active clutchpacks. and i also reduced the negtive preload from 336 to 224Nm.
before:
after:
here are some more pictures of my new setup:
http://www.m3racing.de/umbau.html#8
now it locks way to hard. i tracked the car yesterday and it was really nasty to drive. well, at least it is the proof that the unit works at all (after the weak locking performance of the spec-s). i am really wondering what setups other guys are driving in their track cars???
as os giken is said to be quite popular in the states, can anybody out there tell me what setup they use in an M3 racecar (or other FR cars)?"
...
[and i just saw we discussed on this in the other thread... this is what i wrote to you:]
"the off the shelf one had only 5 out of 7 clutchpacks activated on each side:
furthermore it had 336kg neg. preload.
it didnt lock at all... no noise, no problems in normal driving... but massive single wheelspin when driven hard.
then i changed pressure plates to more shallow ramps, reduced neg. preload to 224kg and activated all clutchpacks what lead to an massive lockup even in normal driving.
next up i'll change the pressure plates back to the spec-s version and leave all clutchpacks engaged and the neg. preload at 224kg."
if i have some leisure time i will give the osg a third (and last) try. so what setup would you suggest me?
Quote:
Originally Posted by Billj747
I agree, which is why I always mention this issue and my article with my praise for the OSG. If you invest that much money in an LSD, it would be wise to become educated on the component and set it before you install it. It's not hard to disassemble it or have a shop disassemble and reconfigure it to your specific application and power levels. Criticizing that is like installing coiloves with the 'off the shelf' settings and complaining its not ideal for your car.
|
well, changing damper setup requires a few seconds. changing the lsd setup takes a day (taking out the pumpkin, removing the lsd, removing the ringgear, changing the setup, and all that vice versa). it is simply not realistic that a customer will do this. and as not even most of the resellers know how to set things up right, the customer doesnt know for sure!
Quote:
Originally Posted by Billj747
I am surprised and question your claims that the OS Giken "Super Lock" LSD did not lock with the factory settings. That is what OSG is known for and prides themselves that their diffs lock 100%. In every off the shelf OSG setup that I have driven, the LSD locks too aggressively and too soon. I have always recommended deactivating plates and delaying and softening the lock as described in my article for a better performing and smoother engagement for both track and especially street use.
|
the 100% lockup joke ;-)
so the osg comes as a spool?! or what do you or do they mean with "100%"? every single clutch type lsd will provide full lock and have both wheels spin in the same speed. do you know of any unit that does not do this? the percentage says at what torque difference left vs. right it opens and the wheels begin to rotate at different speeds. so a 100% unit will never open. you would call this a spool! but for a spool the osg seems a little expensive and extremely over-engineered! doesn't it?
and i think you would admit the the osg opens up at a certain torque difference. so the correct locking value is somewhere between 0 and 100 but not 0 and not 100... as any other clutch lsd! the osg website says something different. but well, it is simple physics. or do you have another conclusion or explanation for it?
Quote:
Originally Posted by Billj747
With doing the above adjustments to make the OSG less aggressive, I have never had inside wheel spin despite driving cars with over 800whp including NA and Turbo: NSXs, 350Zs, 370Zs, M3s, EVOs, RX7s, RX8s, Miatas, Mazdaspeed 3s, S2000s, Boxters, STIs, etc...
|
i only know and have driven the M3 unit in 2 specs. both were crap. i know that all other people driving osg diffs seem to be happy. maybe these units perform better and/or the drivers never have driven a better unit?!
Quote:
Originally Posted by Billj747
I'll take that as a compliment.
|
it was exactly meant as this! ;-)