Quote: Originally Posted by
Ondonti 
Chuck, from what I remember, .82 = 30whp more at sea level on a 700+whp setup honda uncorrected. 300 rpms slower spool.
I think you are going to max out the compressor before the turbine so you wont see much gain. My guess. How big is your exhaust? Assuming you have 3" IC piping and a beefy core. I would rather do those things and intake manifold before lagging more. If you can rev to 8k, I guess it might not matter though.
Aren't guys shifting 8500 rpms on the old t350's with no problems (they add positive stops to the shifter to protect the forks)? Bansheenut shifts his oldschool 568 at 7200 with no hitches on a solid 6 puck (my suggestion to keep weight down) and will be trying 8000 soon enough.
the 2-3 ratios are only good in the 1989-1990 5 speeds and a few select other older trans. Chrysler decided on their beefier transmissions to ruin the 2-3 shift. They added like 300-400 rpms more "drop" between gears depending on where you shift.
Who are you buying the parts through?
BTW, my clutch problem seems fixed with a 3300# plate eek!
If I can improve top end powerband with an .82 AR housing (I'd prefer a GT35R turbine housing modified to fit the p-trim wheel), that's the route I'm going to take. 300 RPM is not much of a sacrifice if I can gain a few MPH in the traps. As far as intake piping, it's currently all 2.5" with a very good intercooler (IAT temps only got up to 114* on the 628 whp uncorrected pull). My exhaust is currently 3" from the turbo back w/out mufflers (just a couple of resonators), but I hope to increase that to 4" from the turbo back. That alone would decrease spool time significantly (possibly counteract the induced lag from the larger turbine housing completely)
It's an idea I've been toying with to upgrade the IC piping to 3", but I also need a better intake manifold. I was hoping to score a DCR flange w/runners and make a custom plenum, but seems that it has become absolutely impossible to get one of those flanges. I may have to settle for a JMF IM, or just a ported stock flange/runner chopped w/custom plenum.
As far as gearing is concerned in the trans, it's not the gearing that sucks on the 2-3 shift. That's fine, and for the most part, I stay in the power band on that shift. It's the 1-2 shift that royally sucks! 3rd gear sucks in the T-850 due to the failure rate of the 3rd gear syncro. EXTREMELY frequent failures! And to top it off, the 3/4 fork likes to break, hence the reason for the new fully billet steel fork. The gear ratios for this trans are as follows:
1st 3.647
2nd 2.045
3rd 1.367
4th 0.974
5th 0.756
FD 3.526
The new Input shaft I have ready to go in has a 1st gear ratio of 2.9xx (don't remember exactly what it was). That will help tremendously in keeping me in the powerband on the 1-2 shift. Should shave some time off the 60' as well, due to splitting the torque a bit so I don't overpower the slicks. I'm VERY excited to see what it does to the 330' times. To date, the best 330 I've been able to muster was a 4.9xx, and I would hope to see some low, possibly sub 4.7 330' times with the new gearing.
As far as clutches are concerned, a sprung 6-puck is no good beyond 6500 rpm. It will lock you out of gear every time. I'm sure a solid centered disc would alleviate a lot of that issue, but I went above and beyond that to a Quartermaster twin disc that should hold any amount of power I decide to make, as well as shift like butter (that's all relative, of course).
BTW, glad to hear you got your clutch issues worked out! It'll be interesting to see what she'll do next year!
