I posted it in another section, but perhaps I can get more replies if I post here too...

Question: Does a new Type-R LSD fit in a '97 Integra LS tranny? Are there any special modifications or anything that need to be done?

 

It is possible. But remember, that the LSD is bolted onto the final drive assembly based upon the bolt pattern of the FINAL DRIVE, not the type of Transmission. In your case you would have to change to a Type R final drive (which uses 6 bolts) in order for the Type R LSD to work. The LS Final Drive is originally based off of the B16 Transmission which uses a different bolt pattern than the GS-R or Type R.

GS-R & Type R share the same family of bolt pattern install. B16 and LS, another pattern.

In essence, by the time you do that, you would have to change final drives so that the LSD can bolt in.

Currently I'm using a Kaaz LSD in a JDM Type R final Drive w/ an LS Transmission on a GS-R Ball-bearing turbo.. I've made it work ;-)

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by TheShodan &raquo;</TD></TR><TR><TD CLASS="quote">
In essence, by the time you do that, you would have to change final drives so that the LSD can bolt in.
</TD></TR></TABLE>

It is not necessary to change the complete final drive. You can get away with using only the ring gear. You do need to use the GSR or USDM ITR ring gear though to be able to use the ITR LSD in an LS tranny.

 

You also need a countershaft. The LS uses a 4.2 FD whereas the GSR/ITR uses a 4.4 FD, hence different # of teeth on the countershaft where it meshes with the ring gear.

 

That's true. When I changed to the JDM Final drive, I changed both the countershaft and ring gears in the process.... It was just in one fell swoop..

Thanks for the clear-up

 

if you have a LS transmission, I'd be looking towards the OBX diffs not a ITR. ITRs aren't known for their power handling capabilities, and you're already making decent power.

 

I've run two full seasons @ 380 whp, 465 whp, and now starting on a full season w/ 540+ whp on an ITR diff and have yet to have any problems.

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by integra_gsr98 &raquo;</TD></TR><TR><TD CLASS="quote">I've run two full seasons @ 380 whp, 465 whp, and now starting on a full season w/ 540+ whp on an ITR diff and have yet to have any problems.</TD></TR></TABLE>

wow...i have a type r tranny and boost soon...very good to hear

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by integra_gsr98 &raquo;</TD></TR><TR><TD CLASS="quote">I've run two full seasons @ 380 whp, 465 whp, and now starting on a full season w/ 540+ whp on an ITR diff and have yet to have any problems.</TD></TR></TABLE>

I agree, that is good to hear....I can add to that too, my buddy who I typically go against has 451whp (civic hatch with a type r tranny/lsd)

Yea I remember seeing a post about a broken type-r lsd on here....don't remember why exactly what happened though.

Thanks for all the input guys, any others are welcome to post

 

talk to steve bryan
he might be able to get u a good deal on a OBX diff

get an aftermarket one...
changing the final drive requires the countershaft to be changedd
i had to do it when i out the Si final drive into the DX one

another thing to look , is to make sure u get the right size bearings
remember if u get a new diff , u going to need the right size bearings, plus u might need the speedo gear

 

So if I use the LS tranny, I need to get a GSR or ITR ring gear as well as the countershaft. But I don't necessarily need the final drive also in order to make it work correct?

 

The final drive is comprised of the ring gear and the pinion on the countershaft.

 

Yea, i want to keep the ls 5th gear...I do a **** ton of highway driving.

I <U>think</U> I have it figured out though....

My conversation with USDM 4G VTEC:

USDM 4G VTEC: the gear on the countershaft goes right to that diff gear
USDM 4G VTEC: if u change the size of the gear, (diff gear for example) the one that mates to it (at the countershaft) has to change in order to work
Dunc: and that is the ring gear...the one it mates to that is?
Dunc: and the ring gear is on the counter shaft, which is why I need both of those and not necessarily a complete final drive?
USDM 4G VTEC: yes

Hmmm sure hope things are good enough to handle 450-550whp haha

Thanks for all your replies/PM's guys....I truely appreicate the help


Modified by Dunc at 1:10 AM 6/14/2005

 

another 411 for ya

from mistabone, the tranny guru

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote &raquo;</TD></TR><TR><TD CLASS="quote"> Dunc posted on CSS about his diff issue.........ITR won't hold up :-)</TD></TR></TABLE>

 

Bone installed my OBX... We compared it to my LS quaife... BLATANT COPY.

FYI, I paid ~$400 shipped for it. Bone did a great job installing it, and works pretty reasonably. Regardless of whether you get an ITR or a OBX, Mistabone will treat you well + do a great job installing it. If you wanna do a hybrid-geared tranny, he could prob help too.

 

LS Quiafe??? So there is an LS Quaife model?? That way I wouldn't need to get the GSR/ITR ring gear and countershaft????

I thought Quaife only came in a GSR/ITR model.