Kaaz final drive

[ChrisGB]

It is a tempting swap to put the 2zz gearbox in,with LSD and the longer 6th.

Would be interesting to fit a quaife to replace the stock torsen.
Wonder what the difference would be

Not too sure of the differences. The Quaife was able to deploy full throttle in 2nd in the dry on R888R as long as the clutch up was seamless. More spooky, it could also manage full throttle in the wet in 3rd sometimes on R888R. The Toyota viscous diff never managed that with wet weather full throttle relegated to use in top only. Even that was occasionally marginal.

When I had the turbo, traction was generally good, but I felt the Quaife / 2GR combo dug in noticeably  harder. Part of that could be the extra weight on the rear axle though.

Well not many cars on this forum have had more torque readily available than your old 2 so there is something to be said that.

I remember traction issues just with the turbo and the quaife does do a better job not quite opening up entirely when one side get less traction from what I remember on the SeatCupra forum.
Is that the case?

It is difficult to describe the differences but I'll try:

With the turbo on stock LSD, the car would shuffle and kick sideways a little sometimes, as if the transfer of torque across the axle was not particularly progressive.

With the V6 and viscous diff, the car would tend to squirm a little under duress, before fully spinning up both rear wheels, at which point you where very sideways very quickly. However, the squirming gave the necessary feedback to read the onset of traction loss, so very easy to read. If you ignored what was being said though, you'd spin. Only did it once, that was when an instructor reckoned a particular section was flat in third. It wasn't, but it was fun finding out what happens when you don't take notice of the information the car is giving you.

With the V6 and Quaife, the traction level was simply higher. Situations where the turbo would have been tricky where rock solid with the Quaife and the considerable level of extra go. Even over undulating damp surfaces, the  rear just seemed to dig in. Where the other big difference showed was in the way the car came out of corners. Slow and twisty or big and fast, the Quaife seemed to behave like a torque vectoring system, consistently loading the outside wheel and making it very easy to get on the throttle early and control the turn with the power Not sideways, but optimum slip angles and predicable across all sorts of surfaces and undulations. It was the most expressive setup of any car I have ever driven. I so regret selling it now.

It is a tempting swap to put the 2zz gearbox in,with LSD and the longer 6th.

Would be interesting to fit a quaife to replace the stock torsen.
Wonder what the difference would be

Not too sure of the differences. The Quaife was able to deploy full throttle in 2nd in the dry on R888R as long as the clutch up was seamless. More spooky, it could also manage full throttle in the wet in 3rd sometimes on R888R. The Toyota viscous diff never managed that with wet weather full throttle relegated to use in top only. Even that was occasionally marginal.

When I had the turbo, traction was generally good, but I felt the Quaife / 2GR combo dug in noticeably  harder. Part of that could be the extra weight on the rear axle though.

Viscous lsd. Is that the ´4C´?

The most common is 1B = Torsen helical.
The 2B appears to be TRD helical.
These two should be pretty much the same as the Quaife helical.
Sofar not read well founded, water holding, differences explained. The TRD and Quaife are even more alike than the Torsen A which has the worm gears differently alligned (at right angles), Torsen B has the same parallel worm gears but I cannot find what type was fitted.

The viscous is tótally different and indeed behaves differently too. The crux being that the helicals are instantly, literally directly geared, whereas the viscous coupling must first have a difference in axle speeds; the greater the differnce the greater the effect thus vv too.

I don't know the code of the viscous diff, it is whatever was originally fitted to the Mk2 turbo. A differential is a complex bit of design and engineering and although I would agree with the idea that similar types of diff' work in similar ways, I would expect there to be differences in the behaviour of different designs, subtle perhaps, or maybe, specific to some parts of their operation. For me, the Quaife was a truly special bit of kit, a lot of money well spent. The electronic limited slip diff in the Jag is rubbish by comparison. Wish they did a Quaife for the XES, it'd be my first mod.

[shnazzle]

It is a tempting swap to put the 2zz gearbox in,with LSD and the longer 6th.

Would be interesting to fit a quaife to replace the stock torsen.
Wonder what the difference would be

Not too sure of the differences. The Quaife was able to deploy full throttle in 2nd in the dry on R888R as long as the clutch up was seamless. More spooky, it could also manage full throttle in the wet in 3rd sometimes on R888R. The Toyota viscous diff never managed that with wet weather full throttle relegated to use in top only. Even that was occasionally marginal.

When I had the turbo, traction was generally good, but I felt the Quaife / 2GR combo dug in noticeably  harder. Part of that could be the extra weight on the rear axle though.

Well not many cars on this forum have had more torque readily available than your old 2 so there is something to be said that.

I remember traction issues just with the turbo and the quaife does do a better job not quite opening up entirely when one side get less traction from what I remember on the SeatCupra forum.
Is that the case?

It is difficult to describe the differences but I'll try:

With the turbo on stock LSD, the car would shuffle and kick sideways a little sometimes, as if the transfer of torque across the axle was not particularly progressive.

With the V6 and viscous diff, the car would tend to squirm a little under duress, before fully spinning up both rear wheels, at which point you where very sideways very quickly. However, the squirming gave the necessary feedback to read the onset of traction loss, so very easy to read. If you ignored what was being said though, you'd spin. Only did it once, that was when an instructor reckoned a particular section was flat in third. It wasn't, but it was fun finding out what happens when you don't take notice of the information the car is giving you.

With the V6 and Quaife, the traction level was simply higher. Situations where the turbo would have been tricky where rock solid with the Quaife and the considerable level of extra go. Even over undulating damp surfaces, the  rear just seemed to dig in. Where the other big difference showed was in the way the car came out of corners. Slow and twisty or big and fast, the Quaife seemed to behave like a torque vectoring system, consistently loading the outside wheel and making it very easy to get on the throttle early and control the turn with the power Not sideways, but optimum slip angles and predicable across all sorts of surfaces and undulations. It was the most expressive setup of any car I have ever driven. I so regret selling it now.

It is a tempting swap to put the 2zz gearbox in,with LSD and the longer 6th.

Would be interesting to fit a quaife to replace the stock torsen.
Wonder what the difference would be

Not too sure of the differences. The Quaife was able to deploy full throttle in 2nd in the dry on R888R as long as the clutch up was seamless. More spooky, it could also manage full throttle in the wet in 3rd sometimes on R888R. The Toyota viscous diff never managed that with wet weather full throttle relegated to use in top only. Even that was occasionally marginal.

When I had the turbo, traction was generally good, but I felt the Quaife / 2GR combo dug in noticeably  harder. Part of that could be the extra weight on the rear axle though.

Viscous lsd. Is that the ´4C´?

The most common is 1B = Torsen helical.
The 2B appears to be TRD helical.
These two should be pretty much the same as the Quaife helical.
Sofar not read well founded, water holding, differences explained. The TRD and Quaife are even more alike than the Torsen A which has the worm gears differently alligned (at right angles), Torsen B has the same parallel worm gears but I cannot find what type was fitted.

The viscous is tótally different and indeed behaves differently too. The crux being that the helicals are instantly, literally directly geared, whereas the viscous coupling must first have a difference in axle speeds; the greater the differnce the greater the effect thus vv too.

I don't know the code of the viscous diff, it is whatever was originally fitted to the Mk2 turbo. A differential is a complex bit of design and engineering and although I would agree with the idea that similar types of diff' work in similar ways, I would expect there to be differences in the behaviour of different designs, subtle perhaps, or maybe, specific to some parts of their operation. For me, the Quaife was a truly special bit of kit, a lot of money well spent. The electronic limited slip diff in the Jag is rubbish by comparison. Wish they did a Quaife for the XES, it'd be my first mod.

Thanks Chris! That's exactly what I felt with the turbo on stock gearbox. "shuffle and kick" is the perfect description. 

It's obviously something that only become obvious over a certain torque level because I've never had that in the stock MR2. Having said that, behaviour in the wet is much like that as well. It's almost like you have to blindly trust that the diff will do what it needs to do and not to compensate yourself. 
Whereas the quaife sounds more like you just need to go by what the car says. 

I'm gutted for you that the car is gone. I was too chicken to ask for a ride in it

[Petrus]

Thanks for the sharing of first hand experience!

I don't know the code of the viscous diff, it is whatever was originally fitted to the Mk2 turbo. A differential is a complex bit of design and engineering and although I would agree with the idea that similar types of diff' work in similar ways, I would expect there to be differences in the behaviour of different designs, subtle perhaps, or maybe, specific to some parts of their operation. For me, the Quaife was a truly special bit of kit, a lot of money well spent. The electronic limited slip diff in the Jag is rubbish by comparison. Wish they did a Quaife for the XES, it'd be my first mod.

The Quaife (and other parallel helical lsd) have a torque bias sytem that is both instant, progressive and ALWAYS the same, making the type predictable; it is literally hard geared.

This type of lsd can have different torque bias possibility. The manufacturer can choose to increase/decrease the angles and friction surfaces of the pinions.
The Quaife has a slightly different layout of the latter; although in a parallel direction, not equally next to eachother. This adds an extra fricion component the engineer can ´program´.
As to the cost. Yes, it seems a lot, ís a stack of hard money, but apart from doing the job there is an áweful lot of costly and time consuming precision manufacturing involved. It is a very impressive bit of trick kit.

The viscous feels very much less predictable and also changes the nature of the force distribution as it heats up.