4T80E/Turbo-S/C... TIME FOR A NEW THREAD?
#31
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thank heaven this 98 riv has such a large engine compartment, lol
that and the massive rear compartment of the 442...(the rear turbocharged 3800 would be the only one we'd use the 80e with, the front doesnt need it, but some hard launching with a fat A$$ 442 would def require the extra girth of the 80e!)
that and the massive rear compartment of the 442...(the rear turbocharged 3800 would be the only one we'd use the 80e with, the front doesnt need it, but some hard launching with a fat A$$ 442 would def require the extra girth of the 80e!)
i wanted to ask you this (sorry i didnt include it in the email) what if any problems have you come acrost regarding the rear manifold and/or downpipe clearance with the larger planetary section of the 80e?
i'm asking since eric wants to get the pacesetter headers, and i'm curious as to whether i may need to fire up my torch, when the 65hd goes and we drop the 80e in...
i'm asking since eric wants to get the pacesetter headers, and i'm curious as to whether i may need to fire up my torch, when the 65hd goes and we drop the 80e in...
also which converter are you using? the 4.0l aurora or 4.6 N*? is it a kevlar or carbon fiber TCC material unit?
i'm thinking an 01 or newer 80e with the carbon TCC would be best for the riv since eric doesnt mind the tcc lockup and we really have no desire to PWM it like they are supposed to vs the older kevlar clutch material. I have heard that you can install the carbon TCC converter in a kevlar vehicle but not the other way around due to the difference in the PWM of the TCC solenoid.
#32
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Originally Posted by pontiacjeff
thank heaven this 98 riv has such a large engine compartment, lol
that and the massive rear compartment of the 442...(the rear turbocharged 3800 would be the only one we'd use the 80e with, the front doesnt need it, but some hard launching with a fat A$$ 442 would def require the extra girth of the 80e!)
that and the massive rear compartment of the 442...(the rear turbocharged 3800 would be the only one we'd use the 80e with, the front doesnt need it, but some hard launching with a fat A$$ 442 would def require the extra girth of the 80e!)
ran 13.8 at 98 mph at 4330lbs race weight, consistent 1.90s 60' times, and thats with two NA engines....
when my 3800 Hybrid (SI tall deck block/SII heads) is done we're gonna need a strong trans to handle the load, the rear engine of 442 will see, when launching off the line, thats alot of weight!
Originally Posted by pontiacjeff
i wanted to ask you this (sorry i didnt include it in the email) what if any problems have you come acrost regarding the rear manifold and/or downpipe clearance with the larger planetary section of the 80e?
i'm asking since eric wants to get the pacesetter headers, and i'm curious as to whether i may need to fire up my torch, when the 65hd goes and we drop the 80e in...
i'm asking since eric wants to get the pacesetter headers, and i'm curious as to whether i may need to fire up my torch, when the 65hd goes and we drop the 80e in...
Originally Posted by pontiacjeff
also which converter are you using? the 4.0l aurora or 4.6 N*? is it a kevlar or carbon fiber TCC material unit?
#33
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check the second link in my sig for the full details of the project, but in the simplest terms... 425 ci (soon to be 462ci) - 4 wheel drive - 2 (twin) engines
ran 13.8 at 98 mph at 4330lbs race weight, consistent 1.90s 60' times, and thats with two NA engines....
when my 3800 Hybrid (SI tall deck block/SII heads) is done we're gonna need a strong trans to handle the load, the rear engine of 442 will see, when launching off the line, thats alot of weight!
ran 13.8 at 98 mph at 4330lbs race weight, consistent 1.90s 60' times, and thats with two NA engines....
when my 3800 Hybrid (SI tall deck block/SII heads) is done we're gonna need a strong trans to handle the load, the rear engine of 442 will see, when launching off the line, thats alot of weight!
may i ask why your going to a lower stall speed?
#34
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Originally Posted by pontiacjeff
I'm still confused! I'll check the link
Although with two engines combining the load, I don't really see the need for a really built tranny like he is talking about. Yes its a 4300 lb. car, but with two trannies to divide it by, thats only 2150 each....
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Originally Posted by dbtk2
Originally Posted by pontiacjeff
I'm still confused! I'll check the link
Although with two engines combining the load, I don't really see the need for a really built tranny like he is talking about. Yes its a 4300 lb. car, but with two trannies to divide it by, thats only 2150 each....
New sig below:
#36
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Originally Posted by dbtk2
...........Although with two engines combining the load, I don't really see the need for a really built tranny like he is talking about. Yes its a 4300 lb. car, but with two trannies to divide it by, thats only 2150 each....
(i cant tell you how many 10s and faster cars i've seen yank the front tires)
yes this means that the front engine has less to contribute but it sure helps after the launch, since the rear engine/trans will see the most load, it makes sense to use a heavy duty tans for reliability reasons, the front trans isnt as crucial since it wouldnt experience more than half the cars weight, unless we went in reverse WOT
if the 442 tells you anything about myself, it'* that i'm an overkill kinda guy...
besides if we wanted to we could fit two 80e'* in the rear engine compartment
so one will hardly fill the ample space.
Eric'* Riv on the other hand has constraints...one of the reasons i'm so interested in Jeff'* project...that and the twincharged coolness
Regards, James
#37
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Originally Posted by Turbocharged400sbc
if the 442 tells you anything about myself, it'* that i'm an overkill kinda guy...
Regards, James
I had a '77 Pontiac Astre (Vega) back in the early '90s that I swapped a Buick 4.1V-6 into. It ran low-14s on a basic stock rebuild with a mild cam and 2.93 gears. I always wanted to do a rear engine swap into that car. I envisioned a Pontiac 400 turned longitudinally b/t the rear wheels with a TH325 or TH325-4L. I planned to use the stock 78-84 Riv/Eldo/Seville mounts on a custom rear tube chassis.
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Originally Posted by pontiacjeff
Just wanted to point out a detail on the above. The Final Drive Ratio inherant in the 65 is 3.29, it'* the chain and gearset combination that determines the actual FDR. 3 sets are currently used offering 2.92, 3.29 and 3.69 ratios.
Cheers,
#39
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Originally Posted by Rogue
Actually there are also 3.52 and 3.76 gear sets available as well as a 4.0FDR differential that would change all the ratios based on gear sizes.
#40
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They are available via GM Racing and come in 800hp and 1200hp chain sets. They were not a stock production item, but they are available for our transaxles. INTENSE will be offering them for sale soon.