i would be interested.....especially if you could test it & prove the results! like launching @4k, 5k & 6k rpm w/ 450 whp on slicks w/out breakage!my car is down now.......pretty sure you guys are right about the shock factor! i think my clutch is to blame as i'm only at about 350 whp (clutch is BRUTAL!!)
mine broke shifting into 2nd! not even wot shifting!
But the thing being is how long would you like me to test it? It will be better then the stock unit by far and will offer something in the way of protection for the input shaft. Its better then any other option out there right now.
^^for testing i say just test it until you are confident in it. you come out with nice stuff so i am pretty sure your option will be way better then the stock option. get to it i will also be interested in this as i still have not sorted out all my trans problems.
I have also been working on this. I will have four available around the first week of june. [you know how that goes]
All four will be in 500+whp cars that race on a regular basis. Just doing the math, these should be 4-5X stronger than stock. Time will tell just how strong they really are. I am having a place that makes shafts for other cars that have handled 1500whp make them. I will get all the power ratings from them in a few weeks. They are pretty focking busy, so everytime I talk to them they get pushed back a week. Im not even sure if they will be for the general public...or if I will just make a few.
I have also been working on this. I will have four available around the first week of june. [you know how that goes]
All four will be in 500+whp cars that race on a regular basis. Just doing the math, these should be 4-5X stronger than stock. Time will tell just how strong they really are. I am having a place that makes shafts for other cars that have handled 1500whp make them. I will get all the power ratings from them in a few weeks. They are pretty focking busy, so everytime I talk to them they get pushed back a week. Im not even sure if they will be for the general public...or if I will just make a few.
General public would be nice! With all the guys on here turning 400WHP daily it is a nice piece of mind knowing one of the weak spots in the tranny is takien care of, I know I shift like an old lady now for fear of snapping mine. What about the needle bearings? I hear they are also pretty weak?
Seriously though, I'm sure anyone who can get these made to handle overkill power will be very happy with the end results from us customers. What would be killer though is if it is allready in a tranny taken on an exchange, and while you're at it see about a taller overall gear ratio for drag guys so they can launch a lil easier.....like 15%........
__________________
www.bwoodyperformance.com Mods: AGP GT3076R DBB Turbo
"The Cobalt firmly grabs you and whisks you along your way instantly. It does so with authority and poise, but while slipping relatively unnoticed through traffic, never being violent, or dare I say it, frightening. When you ask the SRT-4 to take you somewhere fast, it punches you in the face, throws you over its shoulder, and runs, screaming, so quickly that its tires can barely keep up."
the problem isnt the metal its the amount of splines
stock is 17 NOT Enough
PT crusier has 23-26 or something
that would almost make it unbrakeable
you would have to get a different disk
i am sure one can be found or something
I heard the PT trannies were weaker than ours? If the extra splines made it stronger then wouldn't a new clutch be needed as well? How about beefing up a PT tranny and selling those or do they not fit?
I even asked about the auto trannies in the PT's, I was told they are junk. I have been thinking a nice built 4 speed would be nice but no one has looked into that I guess or the cost for one that would fit is out of most peoples reach. Any ideas? Much easier to launch and a ton more consistent, IMO.
i am sure one can be found or something[/quote]
Interesting idea Vector. If you did that then wouldn't you be able to run a pt cruiser race clutch or the like?
I heard the PT trannies were weaker than ours? If the extra splines made it stronger then wouldn't a new clutch be needed as well? How about beefing up a PT tranny and selling those or do they not fit?
I even asked about the auto trannies in the PT's, I was told they are junk. I have been thinking a nice built 4 speed would be nice but no one has looked into that I guess or the cost for one that would fit is out of most peoples reach. Any ideas? Much easier to launch and a ton more consistent, IMO.
The PT GT's use a Getrag 288 5-speed that was rated to 245 ft-lbs input torque. The SRT-4's NV T-850 was initially rated at only 250 ft-lbs, but a reputable source stated the final number should be 265 ft-lbs. Either way those are just the durability test numbers, and they both have and should hold well over that but with reduced service life expectancy. The T-850 is used in the SRT-4, behind the mid-size Stratus R/T and Sebring GTC with the 2.7L, and in the European Caravan/Voyager with the turbo diesel along with possible other applications. I believe the Getrag was chosen for the PT Cruiser because of trans case size with the T-850 being too wide to fit without interference (Getrag shows the 288 has a 'center distance' of 90 mm which should be from bell housing to end plate). Someone would need to triple-check that to make sure I don't have that switched, but considering the Getrag unit is more expensive I doubt they would have went with it in the PT if the T-850 would have fit.
A couple other things to consider are that the 288 uses a dual-mass flywheel assembly which complicates upgrade matters. I checked a while back and it appears there are a few clutch upgrades available, and even with our modular setup in the SRT-4 they'll probably be a little more expensive. I haven't looked at the input spline differences between the two, but is that what's been failing on the SRT-4 or is the shaft internally breaking? There's more to overall strength than just a spline count. The Getrag might be an option if the case will physically fit in the Neon, but it may be an unknown variable that could have its own issues when exposed to a wide range of high torque cars.
For automatics the PT Cruiser's with the turbo ('lite' and H.O.) all use a variant of the 4-speed 41TE (the 40TE that's also used now is a weaker version behind the N/A engines). For those who've been around Chrysler a while you may recognize the 41TE by its former name; Ultradrive or A604. There have been a ton of upgrades over the years and it's actually not nearly as problematic as in the early days, so the name change may not be too unreasonable. But building them to hold a lot of power is still questionable. I've seen a couple re-builders who guarantee them up to around 400/400, but at those levels the stock T-850 shouldn't be too much of a limitation if treated reasonably well. There's also the issue that the 41TE is fully electronically controlled and none of the SRT-4 PCM (stock/"Stage") are programmed to run them (the S2/3 "toys" computers may trip codes for an automatic, probably because the Stage PCM's are based on Mexican market PCM versions that came with an automatic, but I think some of the control functions are being used for the toys functionality so it probably wouldn't work).
The other option is to build up a hydraulically controlled 3-speed 31TH which is based on the older A413 automatic. The A413 can be built to take practically whatever you throw at it but like any automatic is expensive to build. There are a lot of options for the internals, torque converters, and you can even modify a Quaife to work in one. It's the easiest option as far as automatics but does require some modifications to make it work. Most of them that have been built up also use a manual valve body to control shifting or a reverse manual valve body. It is possible to retain fully automatic shift control, but with the hydraulic line pressures used it can be difficult. And if you haven't driven one on the street, a 3-speed isn't the greatest choice. I think the one in my turbo Caravan spins over at north of 4k rpm's at California highway speeds and you wouldn't even have a lockup converter to help a little.
Last edited by blackbird_R/T : 07-19-2006 at 01:12 PM.
Reason: speelingg probelem
AutoForums.com is the premier network of enthusiast-owned
enthusiast-operated automotive communities.
We operate more than 100 automotive forums where our users consult peers for shopping information and advice, and share
experiences and opinions as a community.
i will also be interested in this as i still have not sorted out all my trans problems.
Linear Mode
