What's week about the R180

[Marsh]

I'm currently shopping for a 240 for a Solo car and occasional parade/street use.

I'm finding alot of info, but one thing I couldn't answer was what makes the R200 diff so much stronger than the R180. Besides the LSD availabillity (since I'll likely buy a Quaife or other Torsen or Haldex type diff) is it simply the difference in ring diameter that makes the R200 stronger?

BTW I'll also eventually get custom gears made for it, as there is a VERY good local shop for that where I live.

P.S... While I'm at it, I'm looking for all the pictures and descriptions I can find of different exhaust setups (in particular I remember hearing about a duel exhaust using a 6-2 header, without a collector, keeping dual all the way back that sounded intriguing) and custom suspension. I will build my own suspension components, but I've never worked with MacPherson strut and would like to see some images of other peoples custom made spindle/strut-tube assemblies

[jmortensen]

If you get rid of the open diff and get an LSD that is not the Nissan 2 pinion LSD then the R180 is fine. I know 2 people who had the 2 pinion Nissan LSD, both broke it, and I bought the R200 for just that reason, not knowing at the time that there is also a much stronger 4 pinion LSD available.

The Quaifes or Torsens are very much overpriced, and that also factored into why I went with the R200. I used to sell diff parts and we had a stack of Zexel Torsens for Camaros that were $135 and they sat on the shelf for YEARS. Nobody wanted them. For "new stock" we had Dana TracLocks (another very similar design) for $350 to $500 depending on the size for just about every American car out there. For some reason when you try and get the same type of diff for a Datsun a "good deal" is $1200. IMHO, a big ripoff.

I looked up Haldex as I had never heard of that type of LSD before. Looks like its more designed to transfer torque to the rear for an AWD car than as an LSD inside a diff. Even if this were available for an R180 or R200 I'd still go with one of the others. Just MHO. Some more info on that one: http://www.haldex-traction.com/technical_information/design_info/actual_design.htm#

[zguitar71]

If you put in one of the LSD's you h@ve refered to, the r-180 c@n h@ndel 300 HP. The open 2 pinion c@rrier in the r-180 is the week spot. The LSD c@rrier t@kes c@re of th@t. (I'm h@ving key bo@rd problems). For solo I think the clutch type LSD is better, with the torsen type both wheels must h@ve some tr@ction to oper@te right. With the clutch type one wheel could be off the ground (o tr@ction) @nd still get power to the ground. The clutch type is very strong @s long is it is @ 4 pinion type (most @ll the ones sold @re).

[SteveK]

Compare the size of the bolted, side bearing journals of the 180 to the 200

Nuff said

[260DET]

Mine has this one fitted to a late R180, 270rwhp but no drop clutch starts. Works great.

http://members.optushome.com.au/amaxeng/five10/diff.htm

[Marsh]

Mine has this one fitted to a late R180, 270rwhp but no drop clutch starts. Works great.

http://members.optushome.com.au/amaxeng/five10/diff.htm

That is a Haldex style diff.

[jmortensen]

That is a Haldex style diff.

No it isn't. At least it's not the design that Haldex shows on their website that I linked to before. The Haldex site shows pistons and clutches. I did a quick check of their site and didn't see a gear driven style LSD. Maybe it's there and I missed it?

The gear driven Torsen, Quaife, etc works in an entirely different way. If you want to know how the gear driven units actually work, check this link out: http://www.tractech.com/docs/OEMTruetrac.pdf

Basically when the side gears connected to the halfshafts or CVs spin at different rpms as you go around a corner they force the little pinions (that look like rotini pasta) into the case itself and the friction between the pinions and the case is what causes the limiting of the slip.

[Marsh]

I know how they work. Take a good look at the second image in the link 260DET posted. It's the same type as what you just posted. These are Haldex/Quafe type diffs (I might be wrong about Quafe being the same, but that is a Haldex).

THIS is a Torsen: http://www.sonic.net/garyg/zonc/TechnicalInformation/TorsenDifferential.html

They both work on the same basic principle, but they arrange how the motion is transfered differently. Typically the Torsen is larger and thus a little heavier.

[Marsh]

No it isn't. At least it's not the design that Haldex shows on their website ...

OK I just looked and your right, I can't find any data to support that that is a Haldex. I've had this conversation before when someone was trying to understand how a Torsen worked. I responded that he had it right. Another person said he had it wrong. Turns out the other person was only aware of the type of diff you are posting a link too, which is NOT a Torsen. He told me it was a Haldex. It is, however, what Quafe uses. I've heard of Torsen type-2, but I have no idea what that is. Maybe it's what's described in your link, and what I'm calling Haldex.

The first time I've ever heard of this type of diff was in that previous conversation, which you can read here: http://londonautoclub.org/web_forum/viewtopic.php?t=9275&highlight=torsen

EDIT: AH-HA! The zexel site was much more helpfull. Yes, what I am calling a Haldex is infact a Torsen Type-2. The Torsen that I am experienced with is a Torsen Type-1 (what was just called a Torsen when I first took one apart). See the 2nd page of this PDF: http://www.torsen.com/files/Torsen%20Traction%20Differential%20Technical%20Sheet.pdf