snzuloz said:
i've heard that the gear vendors unit takes considerable time to shift the splits, making it not very desirable at the track. as far as electronics, some posts mentioned not very reliable control units that were interfering when in operation. i like the idea of having ultimate control of line pressure, shift points, downshift ranges and lock-up function that can gain considerable hp when in lock-up. the skies the limit with proper tuning and getting the line pressures set up properly. as far as price is concerned, i would spend the money to gain reliability, have overdrive availability, and i would say it could be done for less than 5000$. how much do you have to put in for a 400 thats not very useable for all around driving? i'll let you know how its going, i'm only waiting on the torque as we speak. i've also got help from Nolan, very experienced with the electronics end from the syclones/typhoons, it should be interesting :biggrin:
I agree on liking the ability to have control over all the fuctions. If done right it suggest the possibility of going fast by being able to taylor the trans to the power band of the engine with the best of drivability. That is if it all can be controlled properly & I dont see any reason why it couldnt be.
But just so I understand, you are saying that the post that talked about having problems kinda pionted to not having proper ECM/controller to do the job, or atleast not being setup right or install problem is the reason for not getting good results. I have seen people with good results out of this tranny & as to date they are very pleased. But like I said before time will tell the whole story. But it looks to me like it should be able to be done & work good with the right controller atleast. But I would be interested in your results when you get there if you dont mind. A PM if needed.
You meantioned the GV unit not shifting fast enough to make good use of its ability. I assume you are refering to splitting every gear. I could see how trying to split every gear could be a problem and I dont see it being used this way in a 1/4 mile. But I think that one upshift could be used at any one gear(shift the GV up ones) without problem adding one gear to the avaible gears that your tranny has. Or using it to have a higher or lower ratio over all the gears ( pick high range or low range) and leave it there. But for it to downshift & your tranny to upshift in time is just going to be hard to maintain without one happening quicker than the other causing a dubble shift fealing when applied. So my idea use of the GV would be to start out in low range & upshift it ones(probably first gear) in which ever gear benifit the most from it, or just to shift it as a overdrive only. But I am assuming it would Shift Up without delay or hesitation or a neutral space inbetween shifting (slight rev between the gears) but I have never run one to know. But to use it to turn your three speed tranny into a six speed is just not going to work in a race.
Norbs,
thanks for the link I will look into these. I didnt not know these where around & its the first I have heard of them. I understand its function perfectly. The being heavy is one strike against them though. But if they hold up this is along the same lines as the VSC system I meantioned but is done in a differnt way. It would be interesting to try one for sure. And $1000.00 is about the norm for any highpower capable convertor this days. The one I refered to would change the stall on any convertor & you can run what you want. Although they do say it is best to run there convertor because it is made to handle the extra stress that the system applies. But if you have a 3000 stall you can basically turn it into a 4000 at the flip of a switch. They even claim you can modulate the pressure to vary it results.
Although the one you linked to probably can be set to change in % and ajust the stall to a differnt level at any RPM down the track. Unless it is made to go only on or off which may be the case. I will go read.
Here is alink to the one I meantioned.
http://www.fbperformance.com/NewSite/Default.asp
Go deaper into the site and there is more info on exactly how it works & racers that claim it being a good system ect,ect,ect...... Some of the concerns meantioned by others I talked to where like I said before. Possible to burn tranny up, spungy leaving the lights, snapp leaving the lights or just plain being to slow on inguagment.
I do not know, I have yet to find anymore info on it other than what is on there site. On paper it looks good & to here it from them it is good. But I would like to see someone that was running it myself. And thats the problem I havent got to talk to anyone that has run these.
I believe for the duel purposs that I wish to have ( lot of driving plus fast track times) the 4l80e with a good clutch setup in the convertor will be a good choice if it can be controlled right. It should be able to be done, maybe not easy or cheap. I am not to much worried about the money I just want to do it right the first time which will be cheaper than three or four tranny replacments of not doing it right. What ever it cost it will just have to be. But on the same hand I dont want to spend money for something not needed. I do hope to make enough HP that the 200r will want to come out of there. If I can get the tranny working good enough I would like to run atleast a 70BB turbo or even more if usable. But only if I can get a convertor combo that I can live with on the street. 3500 plus would be OK if I had a good lockup that could be used on the track & street. Which is what I am lead to believe the 4l80e can do.
Jess
