Well took the car to C&C this morning - saw a few members there and was a great turnout. On the way home was getting a serious whine up front so I pulled the front wheels off to peak around and noticed serious leak from the front diff. Going to the shop tomorrow but my first reaction is to to RWD sooner than expected and will begin the hunt for an LSD. This car is 98% track although I will drive it to and from...open to any comments.
Thanks

 

Turns out passenger axle busted not the diff - not sure where the whine is coming from but will continue to scour parts for LSD and RWD

 

just get a wavetrac for 1200$ and 200 to have it installed go rwd and dont look back

 

Who sells them?
Never mind looks like ECS has em.

 

unitrax has them in stock

 

rwd and wavetrac will utterly transform the car into a real 911 again. you wont be sorry.

 

That's what I am reading - going to pick up the diff and have the work done once the season ends.

 

you might want to keep in mind depending upon the age of your bearings also, since although the box needn't be opened for the re-shimming/gear lash etc to install the TBD. they ( bearings ) do turn to sludge after awhile and are a common replacement item inside the g50 .. and

i refreshed mine and i don't plan on re-opening my g'box again anytime soon. just something to think about since you'll drop the box for install.. if NOT open it up.

gl w it.

 

For $200 to R&R ....I'm not sure who you're taking it too, but it will not be $200 out here in California. Also once out, is the shop going to set up all the required spec?

 

Cant help cali pricing. You can drop the diff with the trans in the car. Side to side shimming is all thats needed

 

my shop got mine shimmed and installed during a trans refresh. it isn't a big deal and the machine work wouldn't be more than 200, agreed. even here in kali.

 

Does the transaxle really need to be removed to install the TBD? It would appear that there is pretty good access to the side cover on the diff section of the transaxle.

Later, Steve

 

i seem to recall being told a press is needed.

 

If you run your car on a road course with any type of conviction and looking to maximize lap times, then skip a TBD and install a proper clutch type LSD so that you can have the LSD shimmed with a preload of your specification. You can also easily flip your ramps for further tuning flexibility. On a 996, 40/60 works well along with a relatively high preload. I just had my LSD reshimmed to a 80 lb preload and set my personal best with it. OEM street LSDs like those on 6/7gt2/3 are shimmed to a measly 7 lbs or so most likely for liability reasons.

Guard makes superior LSDs which you will find on a vast majority of raced or seriously tracked Porsche out there. Go to your local track or a Club race and see what guys are running. You'll find either Guard or a Cup LSD in the fastest cars, nothing else. There is a reason for that...

 

wavetrac also offers an adjustable "preload" if you order the kit. while it's admittedly no guard LSD. it is a quite viable piece of equipment.

this from their white pages

"Precisely engineered wave profiles are placed on one side gear and its mating preload hub. As the two side gears rotate relative to each other, each wave surface climbs the other, causing them to move apart.
Very quickly, this creates enough internal load within the Wavetrac® to STOP the zero axle-load condition.
The zero axle-load condition is halted, and the drive torque is applied to the wheel on the ground (the gripping wheel)… keeping the power down.
Some gear differentials rely solely on preload springs to combat loss of drive. The drawback is that you can’t add enough preload to prevent loss of drive without creating tremendous handling and wear problems at the same time. So, to avoid these problems, the preload from ordinary spring packs must be reduced to a level that renders them ineffective at preventing loss of drive. The Wavetrac® is the only differential that can automatically add more load internally when it’s required.
In the case where both wheels are on the ground during zero axle load, such as during a transition to deceleration, the Wavetrac® device is able to prepare the drivetrain for when the zero torque condition stops, eliminating the delay seen with ordinary gear diffs.
What this means for you as a driver is that power is delivered to the gripping wheels for more time and in a more constant manner – making you faster and improving stability.
The Wavetrac® truly is different - and its innovative features can make a real difference in your car’s performance.

Here’s something else you won’t find in any other design:



The Wavetrac® diff’s behavior can be altered in the field to suit your needs. It comes standard with carbon-fiber bias plates for the best all around performance and lifetime durability. Changeable plates using materials with different friction coefficients to fine-tune the bias ratio are sold separately.
These bias plates provide a mechanism to tune the response of the differential as a function of applied torque load. The applied torque load manifests itself as an axial load from the differential pinions into the housing. This axial force is then considered a normal force into the bias plate, and as a function of the effective coefficient of friction, provide a resistive torque to the rotational motion of the differential pinions. The resistive torque will add to the resistance of relative rotation of all components within the differential. The resistive force, however, is non-uniform since it is a function of the axial load from the differential pinions. The unbalance of the resistive torque will manifest as non-uniform energy absorption within the differential causing a bias ratio.