Does the WRX have a limited slip differential? - Page 2
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This is a discussion on Does the WRX have a limited slip differential? within the Transmission & AWD forums, part of the Tech & Modifying & General Repairs category; So the consensus is no limited slip on manual equipped WRX for the last few years? How do you guys ...

  1. #16
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    So the consensus is no limited slip on manual equipped WRX for the last few years? How do you guys feel the car performs in auto-x and track days without a limited slip?

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  3. #17
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    Certainly no limited slip in the rear in my view. However what they didn't do with gears or silicone, they did in silico, so the electronics should be there to help instead. I don't think times have gone up at all but have never driven a newer car very hard, sorry.
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    Quote Originally Posted by NLS8520 View Post
    So the consensus is no limited slip on manual equipped WRX for the last few years? How do you guys feel the car performs in auto-x and track days without a limited slip?
    so anyone want to answer this one ?

    what aftermarket LSDs are there for the 2014 WRX and would I have to put one on both front and rear ?

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  6. #19
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    Quote Originally Posted by TheStupidButton View Post
    so anyone want to answer this one ?

    what aftermarket LSDs are there for the 2014 WRX and would I have to put one on both front and rear ?

    Differentials can get very confusing, very quickly since there are so many varieties. I've tried to compile a list of mechanisms here:

    Limited Slip Differential and eLSD FAQ!

    The WRX does have a limited slip mechanism in the center differential which is a viscous speed-sensitive coupling. From the writeup:

    Viscous LSD
    Viscous LSDs or vLSDs are a speed-sensing LSD utilizing the mechanical force of a viscous fluid to accomplish torque transfer between output shafts. Most commonly vLSDs implement a silicone fluid within a housing containing stacked “disks” between the output shafts.

    As one output shaft begins to spin faster than the other, the disks begin spinning within the silicone medium. Taking advantage of the properties of adhesion and cohesion, the silicone fluid transfers energy from one output shaft to the other in an attempt equalize the speed difference. This type of LSD has obvious advantages. Firstly, the vLSD is low-cost compared to geared LSDs. Second, vLSDs are very low maintenance and perform surprisingly well. Like all speed-sensing LSDs, the Viscous LSD must experience wheelslip before the device can transfer torque between output shafts. As such, the vLSD is considered a “reactive system” and is less effective in performance applications. At the limit, this type of differential can cause sudden loss in traction before regaining traction ultimately resulting in a loss of control. Furthermore, repeated operation of this type of differential can heat the silicone fluid resulting in a permanent loss of the binding properties of the fluid. Luckily vLSDs fail as open differentials.
    vLSDs have been used within center and axle differentials for street and rally cars in AWD applications over the years. A once common LSD in the 1980s and 1990s, vLSDs have been systematically replaced by electromechanical systems of similar cost. This is the type of LSD utilized by Subaru in its “Symmetrical AWD” implementation on manual transmissions and within the rear differential in USDM WRXs between 2002 and 2007. Many iconic Rally-homologated roadgoing cars in the early 1990s utilized vLSDs such as the Celica GT-Four, Lancia Delta Integrale, Subaru Liberty WRC, Mitsubishi Gallant VR4, Ford Escort RS Cosworth and many more. Later vehicles such as the DSM variant of the Eclipse and 3000GT used vLSDs.
    There is definite benefit to running an LSD in Autocross, though not as much benefit as running an LSD on the track. I do have personal experience with the former but not the latter.

    Quote Originally Posted by zax View Post
    Thanks! I started playing with the DCCD throughout the day. During most AutoX runs I leave the center electronic diff fully open relying on the Torsen mechanical diff to shuffle power front to rear. This usually helps because the courses are very tight and technical and I prefer that rear bias. This particular course was quite fast and open, and I noticed my tail was very happy through many of the sweepers. I tried the DCCD in full open, Auto- and Auto. Auto- yielded the best result and allowed me to power-on very early in the corner without washing wide -- something that the WRX would have never been able to do. This was the first time I really experienced the flexibility and superiority of the DCCD drive train in Motorsport.
    Additionally, for AutoX, the LSDs will often put you into another class. I think one LSD is allowed for STX (2002-2005 WRX and 2015 WRX) and STU (2006-2014 WRX). My personal favorite LSD for the rear is the Cusco Type RS LSD for the R160: Cusco RS Rear LSD 1.5 Way (R160) Subaru WRX 2002-2014 LSD 183 L15 at It is a clutch-type LSD and has a lot of flexibility in lock-up... even acting as a 1-way, 1.5-way, or 2-way. Cusco also offers a type-RS front differential for the WRX, but this will be much less used. You don't have a lot of options for the center diff apart from a 20kg (snow-stage) differential or an open planetary Tarmac differential. If the front and center are important to you, you'd be best off selling the WRX and buying an STi.
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