chuck let me know if you want me to get you a .82 precision housing like i did for my 37r, i will be glad to make the call!
I would like that. I'll have to let you know, as I have a lot of things I'm purchasing right now, so I need to wait a little bit before I add another pot to the stove!
You don't happen to have a dyno graph of your car with the 37R, do you? I'd like to do an overlay of your graph to mine to see spool differences, and top end pull.
I will probably wait to do the swap until I'm swapping to stock motor for a built motor. That will make it easier and make more sense to wait, rather than removing the manifold for the wastegate re-location, only to reinstall it on the stock motor, and pull it again when I throw the built motor in there.
But please, send me a dyno sheet if you have one! I'm very curious!
so its ok to rev a stock block to 7000 with no problems.
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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!
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:
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!
Last edited by chuck's_srt-4 : 11-20-2008 at 12:04 AM.
you have basically the same 2, 3, 4 that I do. I consider that 2-3 shift bad on your trans too. I guess its because you dont have anything to compare to thats better. I have two trannies with "small imput shafts" that have a tighter 2-3. Luckily my 1st gear doesnt suck so bad
3.31
2.06
1.36 yuck 34% gear drop
.97
.71
3.77 final (I can swap in 3.85 and 3.50 but neither of those help the 2-3).
Most kickass gearset chrysler did (not the strongest though)
is
3.29
2.08
1.45 This shift kicks booty. 30% gear drop.
1.04
.72
3.50 final
Those gears rock and can still do 170mph in the 1/4 @ 8000 rpms on 26's
I really think Chrysler made bad decisions on their tranny gearing.
They improve 1 thing and screw up another with each generation. The 1-2 shift man. The DJ at the midnights makes fun of mine DURING the shift. Thats how long it lasts. I have pretty much equal lag between gears except the 2-3 when lift shifting. I guess the srt 1-2 gap is just "too big" for the momentum of the rotating assembly to get you through. At least there is a fix that doesn't involve no fun auto (not that I wont go 4 speed in the future) :P
Maybe the new trans setup will show you how 2-3 should deserve your car = death
You guys block off the wastegate port on the 5 bolt housing or is it not cut out in the ones you buy? I wasnt aware of the difference in flow. Mike said the nozzle was opened up more on the 5 bolt but I would think I could accomplish the same thing with some grinder work. Ive spent some time opening up scrolls/nozzles on Holsets and its pretty easy if you can reach the right spots.
I agree, if you can rev high enough to not drop out of the powerband, a little extra lag really doesnt matter. Track cars never have to worry about "being in the wrong gear"
Wow, that's fricken amazing.... Nice smooth graph and good sounding run too. Why all of a sudden do I feel so impotent at only 350HP?
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Understeer is when you hit the wall with the front of the car and oversteer is when you hit the wall with the rear of the car. Horsepower is how fast you hit the wall and torque is how far you make it through the wall.
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