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3J Driveline English Axle NXG LSD: Atlas side gears 16 spline LSD3J4

3J Driveline English Axle NXG LSD: Atlas side gears 16 spline LSD3J4
No Tax, Each £649.92 Taxed, Each £779.90
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The new designed NXG (NeXt Generation) LSDs: the strongest, ....


Before you read any further, we would highly recommend watching these two great animated videos on plate type LSDs if you don't fully understand how they work. It makes the following text much easier to digest!

Video - Understanding Limited Slip Differential
Video - Working of Limited Slip Differential

The NXG (NeXt Generation) LSD from 3J Driveline:
The strongest, most progressive and versatile LSD unit on the market.

3J could have made another LSD that's the same as all the other plate type LSDs available but they didn't. Instead they have taken the design to another level and made them far superior. And here's how:

Using a redesigned 3J clutch plate pack the NXG now runs with a minimum of 8 active surfaces, even with the lightest settings, giving maximum surfaces and surface area contact during use. Pre-load on the plates is generated by the use of a new 3J design spacer. The resulting benefit is that there is no longer a restriction of 2 or 3 settings that are commonly offered with other units. Instead the NXG LSD can be 'fine tuned' to precise pre-load settings from 0-150lbs/ft which complements the wide choice of ramps on offer. The NXG LSD is suitable for all applications and all driver preferences and allows the perfect LSD set up for YOU!

The bevel and planet gear pack has been designed for a smoother mesh with a bigger and stronger tooth profile. This helps eliminate the rattle and excessive back lash that are often characteristics found in other plate type LSDs. All NXG units also feature two combinations of ramp angles. For example by repositioning the ramp blocks after disassembly, a fast road spec LSD can be changed to a track spec LSD.

Each LSD is available with three variables which will change the characteristic of how the car will drive. These settings are:

Preload setting - the internal clutch plates when assembled are forced together and the amount of constant force applied to the plates (preload) can be altered. A low preload of say 25lbs/ft will require a reasonable amount of torque from the transmission before there is enough force to lock the plates together. This will result in an LSD that is termed less aggressive and acts in a progressive manner. Typical use: road cars and light vehicles.

On the other end of the spectrum, a higher preload of say 65lbs/ft will need less torque from the transmission to lock the plates together i.e the diff will lock easier and more often. This will result in an LSD that is termed more aggressive and is much less progressive. Typical use: competition cars and heavy vehicles.

Ramp angle, acceleration (corner exit) - the planet gear pin is sandwiched between two ramp blocks. The recess where pin is located has an angled ramp. As acceleration inertia is applied to the diff, the pin moves against the angled ramp, moving the two ramp blocks apart. This consequently applies an additional force to the clutch plates which when large enough will result in either a partial or full lock of the plates. By altering the angle of the ramp, we can alter the characteristics of the LSD. A low angle of say 30 degrees will allow the blocks to be pushed apart much easier than a higher angle of say 50 degrees. The 30 degree ramp will therefore have a more aggressive locking action than the 50 degree ramp.

Ramp angle, deceleration (corner entry) - identical to above, the ramp blocks can also have a ramp angle on the opposite side of the pin location which will provide a locking action when subjected to a deceleration inertia. However it is not always beneficial to have a locking diff during the braking stage e.g. road use and most tarmac events. In this situation, we use a 90 degree block which eliminates any locking action during deceleration.

Note that ramp angle settings are always written with the acceleration angle first e.g. 40/90.

So what settings do you need? Well unless you're an experienced racer, you are unlikely to know where to start. So here are typical suggestions as to what we would advise:

Road use only: Ramp angles 50/90, Preload 25-30lbs/ft

Track/Sprint/Hill climb: Ramp angles 40/90, Preload 55-60lbs/ft

Rally: Ramp angles 30/90 or 30/60, Preload 65-75lbs/ft

Drifting: Ramp angles 45/45, Preload 45-50 lbs/ft

Ovals: Ramp angles 40/90, Preload 50-55lbs/ft

Ovals (old style option): Ramp angles 45/45, Preload 50-55lbs/ft

Drag: Ramp angles 30/90, Preload 75lbs/ft

Remember that these are only recommendations and 3J can build an LSD to suit almost any requirement. Additional ramp angles available include: 20/75, 35/35, 45/35, 30/30, 60/40 and 80/20. Also remember that pre-load settings from 0-150 lbs/ft can be requested.

Secondary ramp angles - as mentioned earlier, all NXG units are supplied with 2 pairs of ramp angles which can be changed when the unit is taken part. Below is a list of the ramp angle pairings:

30/90 & 40/90
45/45 & 50/90
35/45 & 30/30
20/75 & 30/60
40/60 & 20/80

So if you order a 40/90 diff, the alternative setting will be 30/90. For a 45/45, the alternative will be 50/90.

  • Ford Anglia 105E/123E 1959-1968 (fitted with uprated 16 spline halfshafts)
  • Ford Capri Mk1 base models (not 2.6 V6 or 3.0 V6) 1969-1974
  • Ford Capri Mk2 1.3/1.6 1974-1978
  • Ford Capri Mk3 1.3/1.6 1978-1986
  • Ford Cortina Mk1 1962-1966 (fitted with uprated 16 spline halfshafts)
  • Ford Cortina Mk1 1.5 GT 1963-1966 (fitted with uprated 16 spline halfshafts)
  • Ford Lotus Cortina Mk1 1963-1966 (fitted with uprated 16 spline halfshafts)
  • Ford Cortina Mk2 1966-1970 (fitted with uprated 16 spline halfshafts)
  • Ford Cortina Mk2 1600GT/1600E 1967-1970 (fitted with uprated 16 spline halfshafts)
  • Ford Lotus Cortina Mk2 1966-1970 (fitted with uprated 16 spline halfshafts)
  • Ford Escort Mk1 1.1/1.3 1968-1974* (fitted with uprated 16 spline halfshafts)
  • Ford Escort Mk1 Mexico 1970-1974 (fitted with uprated 16 spline halfshafts)
  • Ford Escort Mk1 RS1600 1970-1974 (fitted with uprated 16 spline halfshafts)
  • Ford Escort Mk1 RS2000 1973-1974 (fitted with uprated 16 spline halfshafts)
  • Ford Escort Mk1 Twin Cam 1968-1971 (fitted with uprated 16 spline halfshafts)
  • Ford Escort Mk2 1.1/1.3/1.6 1975-1980* (fitted with uprated 16 spline halfshafts)
  • Ford Escort Mk2 RS Mexico 1975-1978 (fitted with uprated 16 spline halfshafts)
  • Ford Escort Mk2 RS1800 1975-1977 (fitted with uprated 16 spline halfshafts)
  • Ford Escort Mk2 RS2000 1976-1980 (fitted with uprated 16 spline halfshafts)

*Please check axle type before ordering parts. Many non-UK Escorts were fitted with a Koln axle which is visually similar to an Atlas axle but much weaker.

English Axle (also known as the Timken or Banjo axle): Originating from the Anglia 105E in 1959, the English axle has been extensively used throughout many Ford models during the 1960s and 1970s. It has also been the choice for many kit cars. Although it was Ford's light duty axle from this period, it has been used extensively in competition applications for over 50 years and can easily deal with power figures way in excess of the original design intensions.

Identification: The English differential unit bolts to the front of the axle casing. The Atlas and Koln axle have an integral differential housing with a rear inspection cover bolted to the casing.

Standard halfshaft spline is 22 teeth except for Capri which uses 16 teeth.

Oil capacity is approx 1.1 litres.

Additional Information

Additional Information

Part No LSD3J4
Fits Axle Type English Axle
Product Group Differential LSDs & ATBs
Stock Status Available From Stock
Catalogue 2018 Page Click HERE to view this part on page 104 of our 2018 catalogue
Brand Logo 3J Driveline
Fits Model Variant Ford Capri Mk1 (Not 3.0), Ford Capri Mk2/Mk3 (Not V6), Ford Escort Mk1 (All), Ford Escort Mk2 (All)
Free Shipping Free UK Delivery Available

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