Torsen vs LSD (Limited Slip Differentials)

[Tommy Gun]

Just thinking.

If I eventually change gears to 3.55 to better my track cars gearing would a Torsen diff give me significant results over my current factory LSD?

Anyone w/ experience w/ a Torsen diff?

I see many track guys use them and I see the new Boss special track version (LS) has one.

[68fastback]

Torsen's rock!

I have no experience with Torsens (well, I don't! -lol), but here's why you want one:

Longer answer: start, conceptually, with a regular 'open' diff ...as long as both wheels have traction, it wastes virtually no energy in supplying energy "differentially" to both wheels in a turn. However, the wheel with th emost grip can only get as much traction as the wheel with the least grip (the one wheel differentiates for the other). With an LSD, both wheels can provide power in a turn esentially independent of each other's grip but it comes at a price since the clutch pack assumes the role of differentiator and the energy lost in a turn by slipping the clutches in the clutch pak causes a bias between both of the wheels (why an LSD is good going straight on snow but will make the back spin out more easily than an open diff in a turn -- racing is like driving on snow at the limit). With a Torsen, the differentiator is in gearing (not a clutch pak or a wheel), so coming out of a turn (even on snow) both wheels want to push equally - even tho one (outside wheel) is necessarily rotating faster than the other (inside wheel), i.e. virtually no added energy loss (for the differentiation function) and virtually zero bias between both wheels.

Shorter answer: get a friggin' torsen and you'll be able to put more power to the ground exiting turns before wheel slip occurs *and* the differential itslef will not materially add bias (reduce the point where traction loss will occur). Torsens rock! :banana:

>However, they only work with Sync :rofl3:

[Darkside]

There is a Torsen diff with 3.73's and Moser axles in the new Griggs rear end underneath the Darkmobile :shades:

[68fastback]

Awesome, DS!! :banana:

[Tommy Gun]

There is a Torsen diff with 3.73's and Moser axles in the new Griggs rear end underneath the Darkmobile :shades:



Cool.


I have 3.73's now, but because of not enough gear left at high rpm's I'm thinking of changing to 3.55's.

[Joker]

I wanted to put a Torsen unit in mine but I was not able too swing it right now. Down the road I think it's a good mod for performance.

[Tommy Gun]

I'll have to see if Joe can find me a deal, if he ever sends what I already ordered. :look:

.

[CH53Driver]

I'll have to see if Joe can find me a deal, if he ever sends me that strap on I already ordered. :look:

.

:doh2:

[Tommy Gun]

:sherriff:

.

[CH53Driver]

I thought LSD was illegal?

[Black Vert SS]

I thought LSD was illegal?

Ask badgirl :doh2:

[Tommy Gun]

I thought LSD was illegal?


Not in Kalifornia. :look:

.

[Tommy Gun]

So now the question is, do I use a T-2 or a T-2R?

http://www.on-trackperformance.com/Torsen.htm

.

[Birdman]

so now the question is, do i use a t-2 or a t-2r?

http://www.on-trackperformance.com/torsen.htm

.

t2r

[Tommy Gun]

t2r


Reasons?

I just don't understand the real difference in the 2?

[Boston Mike]

Reasons?

I just don't understand the real difference in the 2?

Looks like $185 to me.

:tease2:

[Tommy Gun]

:gun:


.

[Boston Mike]

:gun:


.

Blanks again?

[Tommy Gun]

:whoopass:

[Boston Mike]

:canada:

[Birdman]

Reasons?

I just don't understand the real difference in the 2?

the R' handles more power...(maybe you don't need it then...LOL)

[Tommy Gun]

the R' handles more power...(maybe you don't need it then...LOL)



Thanks.

.

[Birdman]

:uwelcome:

[Tommy Gun]

:grin:

[Birdman]

:spend:

[Tommy Gun]

:spend:



That's why I asked if it was a definite improvement over a LSD.


.

[Birdman]

That's why I asked if it was a definite improvement over a LSD.


.

so what your loaded....:spitcopy:

[Tommy Gun]

I need a good story to tell Co Pilot. :rollingpin:






:hiding:

[Tommy Gun]

Anyone happen to know if SN95's have 28 or 31 spline axles stock?




:hiding:

.

[Alloy Dave]

Just thinking.

If I eventually change gears to 3.55 to better my track cars gearing would a Torsen diff give me significant results over my current factory LSD?

Anyone w/ experience w/ a Torsen diff?

I see many track guys use them and I see the new Boss special track version (LS) has one.Bill, I just saw this thread. I think Blayne from the other forum had a Torsen, not sure. You may be able to get in touch with him under your screen name Snoopy or Obama or Sharuns-friend or Robert's_Twin or some other name.

[Tommy Gun]

:doh2:

[6-Speed]

I have heard good things about the Moser Wavetrac LSD; they are expensive but they seem built to take abuse.

http://www.moserengineering.com/differentials/wavetrac.html

[68fastback]

Moser makes nice stuff but the Wavetrak uses a clutch-pak like other LSDs (including the 8.8 stocker) but with their unique wave plate design which affords some degree of dynamic torque-biasing. What I really like about the Torsens is that there's no clutch-paks at all -- a 100% geared design with no 'friction' material to wear out or change in character over time -- i.e. dead-repeatable lap after lap ...ideal for road racing.

Moser does enable bias-tuning tho by changing the clutch-pak discs (if that's desired): "It [Moser wavetrak] comes standard with carbon-fiber bias plates for the best all around performance. Interchangeable plates using materials with different friction coefficients to fine-tune the bias ratio are sold separately."

[Tommy Gun]

Good info. :wtg:

[Carnut]

I wonder what the Nascar guys use on their road course set ups?

[68fastback]

....seems NASCAR only permits one diff -- the Detroit Locker:

"Regarding the "diff", the only style that can be run per the rules is a "detroit locker" type. The locking & unlocking of this "diff" primarily depends on the path curvature and stagger. Small differences in rear slip ratio can be achieved with tire pressure adjustments, but you can assume the rear slip ratios to be constant in this case. For most of the race tracks, the rear is "locked" on the straights, and unlocks either the left rear or right rear corner during deceleration. Upon throttle application, the rear eventually locks back up. The driver can, to a small degree, control the locker unlock/lock event with adjustments in his/her chosen path curvature, and the rate of throttle application.
During testing, we can run torque sensors on the axles, or, better yet, full-blown wheel-force-transducers. This instrumentation accurately captures the locker behavior. There are a few tracks at which the locker doesn’t unlock at all - and then every few laps, the rear will "pop", as the rear winds up and skips a tooth. If you watch for it, sometimes you can see it happen exiting the corners in qualifying (at a few tracks)."

[Tommy Gun]

It can be a scarey thing when a locker unlocks. :surprised:


I had front and rear Lockright Lockers on my Jeep.


Once I had to drive home 5 hours on just the front end spinning (broke both my rear driveshafts, always carried spare front and rears).

On long curves on the interstate it gets real interesting at 65 miles an hour when the diff decides to skip a tooth. :surprised:


Happens several times on a 5 hour trip.

[Tommy Gun]

I ordered the rear locker w/ my new F150SC.....wonder what type it is? :reading:

[68fastback]

It can be a scarey thing when a locker unlocks. :surprised:


I had front and rear Lockright Lockers on my Jeep.


Once I had to drive home 5 hours on just the front end spinning (broke both my rear driveshafts, always carried spare front and rears).

On long curves on the interstate it gets real interesting at 65 miles an hour when the diff decides to skip a tooth. :surprised:


Happens several times on a 5 hour trip.

That was what used to wake up drivers on the original '65 GT350R

...has to be *really* unnerving in a Jeep on the *front* ...only! :yikes:

[68fastback]

I ordered the rear locker w/ my new F150SC.....wonder what type it is? :reading:

I sort of recall that it's an E-locker -- true locker when 'on' and an open-diff, I think, when 'off'?

[Tommy Gun]

I sort of recall that it's an E-locker -- true locker when 'on' and an open-diff, I think, when 'off'?


I do believe it's an electronic locker, but not sure the make.

[overtime]

Later this fall, I'm installing the True Track at the same time as the 3.73's.

[68fastback]

I do believe it's an electronic locker, but not sure the make.

Yeah, all Ford's literature says is:

Electronic locking rear differentialThe electronic locking rear differential, when
engaged, locks the rear axle completely to provide maximum traction at both
wheels at the same time. The electronic locking rear differential is fully
integrated with the AdvanceTrac® with Roll Stability Control™ (RSC®) system to
deliver excellent control when traveling on- or off-road. It's standard on the
FX4 model; available on XLT, Lariat and King Ranch 4x4 as part of the new
Off-Road Package.

But, knowing Ford, I'd bet it's this Eaton E-locker (http://www.eaton.com/EatonCom/ProductsServices/PerformanceProducts/Products/Differentials/Elocker/index.htm)

[68fastback]

Later this fall, I'm installing the True Track at the same time as the 3.73's.

:wtg: ...sweet!

[Carnut]

Yeah, all Ford's literature says is:

Electronic locking rear differential

The electronic locking rear differential, when
engaged, locks the rear axle completely to provide maximum traction at both
wheels at the same time. The electronic locking rear differential is fully
integrated with the AdvanceTrac® with Roll Stability Control™ (RSC®) system to
deliver excellent control when traveling on- or off-road. It's standard on the
FX4 model; available on XLT, Lariat and King Ranch 4x4 as part of the new
Off-Road Package.

But, knowing Ford, I'd bet it's this Eaton E-locker (http://www.eaton.com/EatonCom/ProductsServices/PerformanceProducts/Products/Differentials/Elocker/index.htm)


It looks like Ford has dropped the standard limited slip option which was a heck of a lot cheaper. The electronic rear appears to be about a $1200 add and only available with certain ratios and options.

From a value standpoint, I would like to see the LS option.

[68fastback]

It looks like Ford has dropped the standard limited slip option which was a heck of a lot cheaper. The electronic rear appears to be about a $1200 add and only available with certain ratios and options.

From a value standpoint, I would like to see the LS option.

Haven't been able to find any specifics on that but I'd guess that aside from the on/off benefits, the e-locker also helps a tad with EPA mileage vs an LSD which always has a tad of overhead (unless perfect inflation, loading, road, and going perfectly straight) whereas E-locker is an open diff (most efficient) when not engaged.

[Carnut]

Haven't been able to find any specifics on that but I'd guess that aside from the on/off benefits, the e-locker also helps a tad with EPA mileage vs an LSD which always has a tad of overhead (unless perfect inflation, loading, road, and going perfectly straight) whereas E-locker is an open diff (most efficient) when not engaged.

ROI still sucks.

[Tommy Gun]

ROI still sucks.


Overall I agree, these new trucks are just ridiculously priced.

[Tommy Gun]

ROI still sucks.


Overall I agree, these new trucks are just ridiculously priced.

[Joe G]

Overall I agree, these new trucks are just ridiculously priced.


Overall I agree, these new trucks are just ridiculously priced.


Double post dufus.

[Tommy Gun]

Double post dufus.

Funny, I thought I lost the connection?

Lol

[68fastback]

I was just playing with the F150 configurator. What's confusing is how Ford packages things -- e.g. some ratio changes only apply to 4x4 or specific packages. However, if you set up the configuration with a package that permits either a non-LSD, LSD or E-locker (e.g. 3.73 gears w/4x4 permits those choices), the cost differerences are as follows:

for 3.73 compatible packages:
== non-LSD => $000
== LSD ===> +$400 (over non-LSD)
== E-locler => +$295 (over LSD)

for 3.55 compatible packages:
== non-LSD => $000
== LSD ===>+$350 (over non-LSD)
== E-locler not available.

for 3.31 compatible packages:
== non-LSD only (best as I can tell)

...seems reasonable given the E-locker costs more and requires different wiring, a cab-switch and probably some control logic since it all gets integrated (that might be the difference in cost between the 3.55 and 3.73 since some package choices seemd to require the 3.73s.

[Tommy Gun]

I have my Torsen TR2, Moser axles, bearings, seals and fluid on hand now.

Talked to the guy who did my gear install and he said he would put it all in for $400. :wtg:

That is about the price of a gear install around here and he is doing gear install, bearing and axle replacement .

[Joe G]

I have my Torsen TR2, Moser axles, bearings, seals and fluid on hand now.

Talked to the guy who did my gear install and he said he would put it all in for $400. :wtg:

That is about the price of a gear install around here and he is doing gear install, bearing and axle replacement .


That's a great deal.

[Tommy Gun]

I think so myself. :grin:

[Carnut]

Is he waranting his work, 100 percent?

[Tommy Gun]

Is he waranting his work, 100 percent?

He is a guy who is big in our mustang community around here and does this work on the side. He has done hundreds of Mustangs over the years. He does this a side job to make extra money, so he isn't really a shop that has a warranty. He is a great guy to work w/ and takes pride in his work. I'm confident he will do things right or make it right if there becomes an issue.

[Carnut]

Cool.

[Tommy Gun]

Just thinking.

If I eventually change gears to 3.55 to better my track cars gearing would a Torsen diff give me significant results over my current factory LSD?

Anyone w/ experience w/ a Torsen diff?

I see many track guys use them and I see the new Boss special track version (LS) has one.

Changing to the Torsen was one of the most worthwhile changes I made to the car.

Significant difference in how well the car holds the ground and is predicable through every corner.

I had a friend who is a seasoned driver drive the car and he is getting one now, he loved the feel of the Torsen. :wtg:

[Birdman]

Good to know

[Alloy Dave]

Changing to the Torsen was one of the most worthwhile changes I made to the car.

Significant difference in how well the car holds the ground and is predicable through every corner.

I had a friend who is a seasoned driver drive the car and he is getting one now, he loved the feel of the Torsen. :wtg:Do you notice it during "regular" driving or just on the track? WHat benefits does it have on straight-line accel over the stock unit in my car?

[68fastback]

:wtg: ...good to hear you like it, TG! :banana: Torsens rock!

Under Ford's benevolent guidance, high-end Jags and Astons all got torsen trans-axles. If the all new MY'15 mustang gets IRS I'm hoping it gets a 6-speed Torsen transaxle ...with the sprung-weight of a diff+tranny back there and an alloy TT 5.0 up front, Ford could realistically hit a 50-50 WD -- if they put their mind to it :weg:

...but would that some how tarnish the Mustang's 'musclecar' cred? I don't think so, but some might. As far as I'm concerned you can't have handling that's too good. Power is only usefull if you can get it to the ground and nothung does that better on real roads than a Torsen diff and IRS or, better still, a Torsen-integrated transaxle like the Jags, Astons and others :banana: ...potentially an all-round car capable of toasting many exotics for a fraction of the price? ;-)

[Tommy Gun]

Do you notice it during "regular" driving or just on the track? WHat benefits does it have on straight-line accel over the stock unit in my car?


W/o having a better explaination...I would say it's like having a full locker w/o any of the quirks of a full locker, like the effects of it "jumping a tooth"....among other things.

Here's a better explaination...http://www.torsen.com/products/T-2R.htm

I'm not sure these are reccommended for people who use their cars at a drag strip on occasion though. :shades:

[68fastback]

...Torsen should work fine for occasional use on a drag strip too though that's more stressfull on any diff ...and no clutch packs to wear-out or glaze-up since it's all gears, so it's dead-consistent all the time -- a benefit in any app. :banana: ;-) Probably why the BOSS and 2013 GT500 has one :biggrin:

---

...good things seem to be all about the Ts:
TVS :wtg:
Torsen :wtg:
TG :giggle:

[Tommy Gun]

:shades:

[Birdman]

...Torsen should work fine for occasional use on a drag strip too though that's more stressfull on any diff ...and no clutch packs to wear-out or glaze-up since it's all gears, so it's dead-consistent all the time -- a benefit in any app. :banana: ;-) Probably why the BOSS and 2013 GT500 has one :biggrin:

---

...good things seem to be all about the Ts:
TVS :wtg:
Torsen :wtg:
TG :giggle:


:yuk:

[68fastback]

:spitcopy:

[Alloy Dave]

Thanks.

[Tommy Gun]

Torsen's rock!

I have no experience with Torsens (well, I don't! -lol), but here's why you want one:

Longer answer: start, conceptually, with a regular 'open' diff ...as long as both wheels have traction, it wastes virtually no energy in supplying energy "differentially" to both wheels in a turn. However, the wheel with th emost grip can only get as much traction as the wheel with the least grip (the one wheel differentiates for the other). With an LSD, both wheels can provide power in a turn esentially independent of each other's grip but it comes at a price since the clutch pack assumes the role of differentiator and the energy lost in a turn by slipping the clutches in the clutch pak causes a bias between both of the wheels (why an LSD is good going straight on snow but will make the back spin out more easily than an open diff in a turn -- racing is like driving on snow at the limit). With a Torsen, the differentiator is in gearing (not a clutch pak or a wheel), so coming out of a turn (even on snow) both wheels want to push equally - even tho one (outside wheel) is necessarily rotating faster than the other (inside wheel), i.e. virtually no added energy loss (for the differentiation function) and virtually zero bias between both wheels.

Shorter answer: get a friggin' torsen and you'll be able to put more power to the ground exiting turns before wheel slip occurs *and* the differential itslef will not materially add bias (reduce the point where traction loss will occur). Torsens rock! :banana:

>However, they only work with Sync :rofl3:


I've been reading people commenting that w a Torsen if you lift a wheel, such as going over a rumble strip at a track, that the diff will act like an open diff and cause trouble like having zero power/traction.

Now I'm not sure if they are speaking about a Torsen T-R2 or not. Now my understanding is if a wheel loses traction the power is biased over to the wheel w traction...why would it matter if one wheel is airborne or not? Wouldn't that be the same as a spin situation? :popcorn:

.

[68fastback]

I've been reading people commenting that w a Torsen if you lift a wheel, such as going over a rumble strip at a track, that the diff will act like an open diff and cause trouble like having zero power/traction.

Now I'm not sure if they are speaking about a Torsen T-R2 or not. Now my understanding is if a wheel loses traction the power is biased over to the wheel w traction...why would it matter if one wheel is airborne or not? Wouldn't that be the same as a spin situation? :popcorn:

.

With a Torsen it pretty much doesn't matter. Yes. Since the gearing is providing the differentiation it largely doesn't matter with a Torsen. With a locker the result would be similar EXCEPT that a locker in a turn eats energy because the two wheels are fighting to slip relative to one another -- and they must. With a Torsen they are not fighting to slip as the innter one can turn slower than the other with virtually no energy loss. This also helps the front wheels point the car where the driver says vs trying to make the car go straight in a turn (locker), so the Torsen has the low energy loss of an open diff with the traction of a locker with non of the locker's (or even an LSD's less pronounced) downside.

[Tommy Gun]

I followed "some" of what you stated. :look:

My main question stands, with the TR2 if I lift an inside tire on a rumble strip at 100 mph do I lose power and traction (momentarily) on the outside wheel?

.

[Carnut]

I've been reading people commenting that w a Torsen if you lift a wheel, such as going over a rumble strip at a track, that the diff will act like an open diff and cause trouble like having zero power/traction.

Now I'm not sure if they are speaking about a Torsen T-R2 or not. Now my understanding is if a wheel loses traction the power is biased over to the wheel w traction...why would it matter if one wheel is airborne or not? Wouldn't that be the same as a spin situation? :popcorn:

.

Yes

[Tommy Gun]

So the other wheel would have power w the TR2... Or you just guessing? Lol

[Carnut]

So the other wheel would have power w the TR2... Or you just guessing? Lol

Yes.

[Tommy Gun]

:groan:

[68fastback]

I followed "some" of what you stated. :look:

My main question stands, with the TR2 if I lift an inside tire on a rumble strip at 100 mph do I lose power and traction (momentarily) on the outside wheel?

.

No momentary loss of power -- that's why the Torsens are standard on the BOSS and GT350s (and the last GT500 maybe too, I forget).

[Tommy Gun]

Cool. That's what I kinda thought, but didn't know why some speak as if it loses power....must be talking a Torsen LSD or some other variant....

[68fastback]

The T2R (http://www.maximummotorsports.com/Torsen-T2R-torque-bias-differential-High-Bias-Ford-88-differential-P881.aspx) is a high-bias diff so should be no noticeable loss. The Boss and GT350 drivers seem to love them -- and better control than and LSD.

[Tommy Gun]

The TR2 I put in my track car made a great noticeable difference.


Was just wondering about any power loss w a wheel off the ground. :grin:

[68fastback]

I assume you mean T2R :shades:

[Tommy Gun]

:oops: :giggle:

[Carnut]

Told you so.

[Tommy Gun]

I would like to thank Carnut for his very informative and to the point answers on this subject. :wtg:

[Carnut]

I would like to thank Carnut for his very informative and to the point answers on this subject. :wtg:

You're welcome, anytime.

[Tommy Gun]

Next question :rofl3:


I just realized the T-2R I had in my track car was actually the 2.7 bias. The one I'm looking at now is the 4.0 bias.

The 2.7 was in the Boss Mustangs like Laguna Seca, and the 4.0 is in the more recent track versions.

I don't completely understand the difference besides the 4.0 allows more total power to go to the wheel w/ traction.


In what circumstance would you really "feel" the difference?



Sidenote: The 2.7 is much more expensive than the 4.0 bias...some believe that it is because the 2.7 will "last" much longer than the 4.0 version.

Both are said to easily handle 650+HP, but may not withstand the abuse of drag racing w higher rpm dumps.

.

[Tommy Gun]

Torsen T-2R 2.7 bias is M-4204-MB

Torsen T-2R 4.0 bias is M-4204-T31H






http://i670.photobucket.com/albums/vv61/fastestshelby2/2002%20Mustang%20pics/th_DSC09847.jpg (http://s670.photobucket.com/user/fastestshelby2/media/2002%20Mustang%20pics/DSC09847.jpg.html)

http://i670.photobucket.com/albums/vv61/fastestshelby2/2002%20Mustang%20pics/th_DSC09849.jpg (http://s670.photobucket.com/user/fastestshelby2/media/2002%20Mustang%20pics/DSC09849.jpg.html)

http://i670.photobucket.com/albums/vv61/fastestshelby2/2002%20Mustang%20pics/th_DSC09848.jpg (http://s670.photobucket.com/user/fastestshelby2/media/2002%20Mustang%20pics/DSC09848.jpg.html)

.

[68fastback]

Next question :rofl3:


I just realized the T-2R I had in my track car was actually the 2.7 bias. The one I'm looking at now is the 4.0 bias.

The 2.7 was in the Boss Mustangs like Laguna Seca, and the 4.0 is in the more recent track versions.

I don't completely understand the difference besides the 4.0 allows more total power to go to the wheel w/ traction.


In what circumstance would you really "feel" the difference?



Sidenote: The 2.7 is much more expensive than the 4.0 bias...some believe that it is because the 2.7 will "last" much longer than the 4.0 version.

Both are said to easily handle 650+HP, but may not withstand the abuse of drag racing w higher rpm dumps.

.

I asked Torsen Tech Support exactly that a few years ago and was told that the more expensive T2R in the 2012 BOSS (M-4204-MB, 2.7 bias ratio) is the best choice for high-HP road-racing and is stronger than the high-bias (4.0) T2R service part for the FR500S (M-4204-T31H). However, I had positioned the question in the context of 650rwHP track (road course) car. Of course the GT350 makes nowhere near that.
I would expect the 4.0 bias T-2R to power out of turns a bit quicker -- a bit more rotation to help turn the car at the limit (and far better than an LSD), but I think the difference would be fairly subtle. Even on a road course slicks will put a lot of stress on any LSD and also on a Torsen, and the pro racing teams will change the gear lube every race -- even with an air to oil cooler (both those points also from Torsen Tech Supt).
You might want to contact Ford Racing Technical Support since, at the time, they were still evaluating both bias Torsens so might be some more-recent insight but I think their choice for the GT350/R reflects the above.

[Tommy Gun]

What does the 350r have?


More rotation at all would be a great thing in a heavy car.


I think I remember you saying some of this before buying the 2.7 for my track car.


If longevity is questionable the higher HP you go, then the extra $200 is well worth it. A few diff oil changes cost that. lol

[68fastback]

Haven't seen that specified anywhere but now that the '16 350's have started production I think that info should be forthcoming. My guess would be the 4.0 bias (just a guess) assuming there's nothing preventing it from fitting the current IRS housing since I vaguely remember (could be wrong) there being some clearance problem with the T-2R in older (1999, 2001) 8.8 IRS housings - dunno. I also don''t know if the 4.0 bias is run in the GT350R-C racers but I'd expect they'd have to run the production unit as did the BOSS racers.

[Tommy Gun]

Had my Torsen T2R installed in my GT500 today by Sean Kelley (the S197 drag race King :shades: )

Backlash was super close to what I had and still at zero noise in the cockpit. :wtg:

First step in my things to do. :)

[68fastback]

Had my Torsen T2R installed in my GT500 today by Sean Kelley (the S197 drag race King :shades: )

Backlash was super close to what I had and still at zero noise in the cockpit. :wtg:

First step in my things to do. :)

:wtg: sweet!!

[Joe G]

Had my Torsen T2R installed in my GT500 today by Sean Kelley (the S197 drag race King :shades: )

Backlash was super close to what I had and still at zero noise in the cockpit. :wtg:

First step in my things to do. :)

:poidh:

:waiting2:

[onecrazydog]

Had my Torsen T2R installed in my GT500 today by Sean Kelley (the S197 drag race King :shades: )

Backlash was super close to what I had and still at zero noise in the cockpit. :wtg:

First step in my things to do. :)


Nice!!