i removed that clutch pivot piece as it didn't let me adj. the clutch pedal travel far enough to engage/disengage the clutch enough and i grinded every shift when shifting slightly faster than normal....I removed it and went back to the stock piece. I don't know why I was having so many problems w/it as I followed the directions and tried to modify it to allow more travel...sorry to thread hi-jack
sounds good I hope you guys come out with a basic version of it I am not complaining about the price I am well cheap I will admit it just cant afford ATM but its on my wish list at the very top too!!!!!!!
so how many cars have you been able to test on the track and see how much time it has saved. this is just curiosity here.
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No one believed when I pushed the idea of 300whp on the stock turbo now look.when I said the stock motor could handle 400whp now look.when I stood by the idea that a piggy back could get you 400whp let alone 500whp now look.that you could run anything above a dry 35 shot on the motor, and then they went all the way to pushing 75.
we are going to take into consideration leaving out some options and make a base model for the srt4. to shine a little light on the subject in the past year i have rebuilt about 10 t-850 trannys and replaced about a half dozen shift forks and countless number of shifter assembly pins.the average cost of rebuilding a trans can range from 1k to about 1600..by using a wot box your chances of missing a wot shift are significantly reduced.
using electronic devices to control ignition at the shift point have been a trade secret for years and in most cases require expensive peripherals.i have seen guys spend thousands of dollars to pick up a few tenths.
the whole purpose of the design and production of the wot box is to offer racers the ability to go faster and stay in boost.we are not saying that every neon in existence should have one either.if you dont race your car often then chances are that you really dont need it but if you are serious about your e.t. then this is for you.
im sure that most big turbo neons will all agree that this will be an integral part of their setup.the ability to stay in boost and bang through gears to most is priceless
so then you would say that this will definatly help reduce the amount of broken shift forks that pop up during WOT shifting
since it is in MS I would assume that if you set it up for the max time and shift faster than that, it will not let enough fule through to end up having an anti-lag effect like to much gas getting to the turbo and heating it up to the point of dmg right?
I am trying to think of questions to ask that might come up latter to save yall time :-D
so how many cars have you been able to test on the track and see how much time it has saved. this is just curiosity here.
We currently have protos on a stock turbo SRT and an EVO. The evo had a bad day at the track last week, so we don't have any numbers from it. We've got two more units going onto some big turbo cars, so more numbers will be posted soon.
since it is in MS I would assume that if you set it up for the max time and shift faster than that, it will not let enough fule through to end up having an anti-lag effect like to much gas getting to the turbo and heating it up to the point of dmg right?
I am trying to think of questions to ask that might come up latter to save yall time :-D
In MS?
I think the Windows software will be very helpful with setting up the exact right cut time for your shift speed. Just set it at some default value and then do a few WOT shifts. The windows software will tell you how fast your previous WOT shifts were.
since it is in MS I would assume that if you set it up for the max time and shift faster than that, it will not let enough fule through to end up having an anti-lag effect like to much gas getting to the turbo and heating it up to the point of dmg right?
I am trying to think of questions to ask that might come up latter to save yall time :-D
In MS?
I think the Windows software will be very helpful with setting up the exact right cut time for your shift speed. Just set it at some default value and then do a few WOT shifts. The windows software will tell you how fast your previous WOT shifts were.
im pretty sure he was refferring to milliseconds.
no it wont have the same result as antilag.were not throwing any extra fuel at the turbine other than the unburnt fuel charge.the other difference is the throttle plate remains open and air is still moving through the head.i havent tested the difference in egt's but i would bank on the change is irrellevant and we are not fixing timing either.
we are going to take into consideration leaving out some options and make a base model for the srt4. to shine a little light on the subject in the past year i have rebuilt about 10 t-850 trannys and replaced about a half dozen shift forks and countless number of shifter assembly pins.the average cost of rebuilding a trans can range from 1k to about 1600..by using a wot box your chances of missing a wot shift are significantly reduced.
using electronic devices to control ignition at the shift point have been a trade secret for years and in most cases require expensive peripherals.i have seen guys spend thousands of dollars to pick up a few tenths.
the whole purpose of the design and production of the wot box is to offer racers the ability to go faster and stay in boost.we are not saying that every neon in existence should have one either.if you dont race your car often then chances are that you really dont need it but if you are serious about your e.t. then this is for you.
im sure that most big turbo neons will all agree that this will be an integral part of their setup.the ability to stay in boost and bang through gears to most is priceless
so then you would say that this will definatly help reduce the amount of broken shift forks that pop up during WOT shifting
absolutely!! not only that but when you miss there is a ton of force put on the snap ring that holds the 3/4 synch.if that snap ring breaks in most cases it cracks the caged needle bearing that supports 4th gear which ultimately results in the bearing needles shifting sideways and locking the gear up.most times it will lock up in 3rd gear and if you try to apply 3rd and 4th gear ratios through a single shaft absolute destruction will follow.the shift assembly does not have positive lockouts so you can over extend it easily by hitting it like it was your enemy.
in short the gearbox feels like butter so there is no need to have to tense up and throw a shift like a cage fighter,you can remain relaxed and concentrate on your run and let the car do the work for you
have you had a chance to test this on a stage 3 car yet
eventually we will have it on all kinds of makes and models with an endless combination of setups.it will work great on a s3 setup.the stock turbo srt has been running it for about a month and he absolutely loves it!
we dont have track results yet on the evo but i can tell you this much...on the street, the car never comes out of boost and it has a 60-1 on it.
this week we will be testing it on a big turbo srt and a twin turbo srt
when I said the stock motor could handle 400whp now look.
that you could run anything above a dry 35 shot on the motor, and then they went all the way to pushing 75.
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