Differentials available for Testarossa / 512

OI! Im first in line! Well not first, but the one on his shelf has my name on it but the man won't let me give him money. Some rubbish about holidays...

 

HI Dan,

I have a batch under way right now but only three left as some are pre-sold. Feel free to PM me if you have any questions.

Paul.

 

Please study the offered diffs before deciding too quickly!

There are big differences .... apart from the pricing.

For instance some are including all internals new as well, some do not ...

 

Thanks for the fast responses and help, emails have been sent.

Regards

Dan

 

Please keep us posted Danilo !

 

I make parts and repair crazy stuff on racing cars and have an appreciation for what I see in the pics....it all seems quite nice, i'm guessing that dimensional QC is on the money, and that you are holding 4-6 "tenths"(probably half that actually....)
as a fwiw-the lsd disc and "steels" found in Fearrari LSD units are in reality units ALL made by ZF in WG
the replaceable steels and friction shims are fro a porsche,m and for Daytonas, the same as an '81 528i bmw!
How they are stacked, determines % slipppage...
"clearance" is a function of pinion pre-load and backlash and endfloat(gearstack is also important...in trans axles)...final bearing preload on side covers is CRITICAL.....

and yes, the side cover is a weak part- last updated in M, as was the inpur shaft(both were NLA as of 4 yrs ago here in us)
at the time, my concern over these lsd units was so acute i bought a half dozen of the original units...costly, yes....but no parts-no car...just a doorstop! then there were none...

 

Looking for a US or NA distributor?

 

Important information T. (Terry ??) ...

So you state that there are no OEM diff available anymore (besides yours) ?

The problem with the OEM diff made by ZF is that they were constructed to deal with approx. 300 Hps and / but were put in F cars with up to 428 Hps...

We can be happy to see that all new constructed diffs have no welded parts and now seem reliable enough to deal with all the Hp's.

My gb specialist in Germany has replaced over 120 broken gb /diffs on F365, 512 family and Testarossas ...

Can you please tell us how many broken gearboxes / diffs have you already replaced ?

 

I believe someone once posted that if you put lipstick on Newman's diff carrier you'd want to take it to bed with you. I bought one of Newman's a few years ago and can only say good things about it. It was literally a drop in fit - no shimming required. An absolutely superb unit.

 

I should have said that shimming was not necessary in my situation. End bearing preload and tooth mesh were right on.

 

I tout th


I thought the whole differential problem was hugely expensive, 15k repair? So there is an affordable alternative?

This must be big and welcome news.

 

It's awesome news. I'm putting one into my own car. They cost a bit more that originally estimated but still a pittance compared to Ferrari pricing.

Best part is that it's a full diff, clutch packs, spider gears, cross shafts, the lot. All set up and ready to install.

 

Competition is a good thing Phil and I welcome it but lets be honest, by the time that unit is over here in north america theres a healthy tax applied to it not to mention the exchange. Your unit isn't "much cheaper" its cheaper but not as sweet as it seems once landed. My unit falls under the free trade agreement between canada and the US because its made in canada and shipping within north america is much less than overseas. I chose to use the stock internals because they are proven and even in broken diffs the internals have been reused in every application Ive sold a carrier for. Having sold over 50 carriers to date I think mine has proven itself. One of the concerns thats been voiced to me from a few techs about your carrier is the potential for the initial savings to be eaten up in setup time vs my drop in unit. What about the car's next owner if theres a problem, will the next shop that services the car know where the diff is from, where to get parts? The second concern is the life time warranty, please explain that and how it covers the private buyer that takes it to a shop of his or her choice and has an issue with it 6 months later. Ive sold carriers to ferrari dealers in the US, is there a tougher customer? Do you point your finger at the installer or do you send a blank cheque to cover the costs associated with the issue or does it become a dicey situation? Is the warranty on the part only not labour? Big job to go back in just to change clutch preload! Its easy to offer a lifetime warranty and I stand behind mine too, thats easy for me to do because what I sell can't break, no moving parts just a very dense pre hard steel thats case hardened. My first carrier went into a 1000HP boxer and others have ended up in other turbo Testarossas and the stock internals are still alive and well. Someone had asked you for the heat treating process as well as the metal its made of, please post that info.

 

$15K if you wait till it breaks.

 

Newman,
These units you sold to the 1000 bhp boxer and turbo TR, what other mods did they do to the input shaft etc?



Ago

 

Hi Paul,

Just by way of comment, I didn't have much choice when ordering a Forza diff for the UK. When the weld broke on mine and the internals of the diff walked sideways and started to chew the alloy cvarrier to pieces, this allowed the spider gears to thrash around inside and both spiders, cross shafts and clutch plates all got damaged.

So for me I couldn't use your diff without getting all new internals from Ferrari.

It appears that it is possible for this catastrophic failure to occur and damage the internals and my car is proof that it can happen.

 

You know Robert, Yours has to be the worst I've heard of.
Have you had any luck determining if anything unique in the past history of your car could have contributed to failure, to this extent?.

The damage you describe and the pictures that go with it would be indicative of a car that was tracked heavily but as you have said before, this is not the case with yours.

Baffling to say the least.

 

The only thing unique about my car was the history of the two owners. I'm one, and at 12000 miles when I bought it, it was owned by an elderly English gentleman who was the Secretary of the Yorkshire County Cricket Association. You can bet he never tracked it.

Baffling is an understatement.

But it is interesting that it damaged the ends of the cross shafts where they sort of stick out the other side of the spider gears a bit and locate inside the housing. None of my diff internals could have been used again with any confidence.

But....................she's on the road to recovery LOL!!!

 

Im not concerned about the competition at all as its not my primary source of income, servicing and restoring ferraris is. I just wanted to stand up for my own product to say its not as bad as you make it out to be, its a beautiful piece that was made with care and passion rather than pumped out by the thousands like pop tarts. Your numbers are also misleading as I don't think you or the company that makes and sells the carriers you promote has sold thousands to Testarossa owners otherwise we would've all heard of them long ago and I wouldn't have had a need to produce my own to fill a need. I have indeed sold more than 50 (for testarossas and boxers) believe it or not and feel free to contact Brian Crall in CA if you have any doubts about the 1000HP boxer. You can ask him about the other mods if any.

 

The 1000HP boxer had a testarossa engine and gearbox installed, modded, twin turbo etc. The car still had its welded carrier in place when it was taken apart to improve / increase the HP and basically make it a cleaner install I believe. It was at that time my billet carrier was installed.

Regarding the input shaft Ill assume you're talking about the main shaft and or propellor shaft. Im a fan of the OEM shaft for a couple of reasons. The thicker propellor shaft ferrari offered simply transfers the destruction to the main shaft which is exponentially more costly to replace than the propellor shaft. Its been said many times that the propellor shaft is the fuse in the system, its like putting a 30A fuse in a 10A circuit because it keeps popping the weaker fuses. There isn't an upgraded main shaft beyond the best OEM ferrari offered which means replace all the internal gears to be compatible so sticking with the OEM propellor shaft is insurance in my opinion and the best way to go whether its stock or modded. The gearboxes weren't made to handle abuse like you can throw at an old 440 challenger (unfortunately) so regardless of what you do you may still have some sort of failure just make your choices carefully.