Thread: New VE-T blogger, dyno low boost 6-10-10.

Well, I am sure the gear stack in my p11 was in good shape, but I don't want to have to rebuild stacks every 6 months when making 400lb ft of torque. The torque is what killed it. I just barely made the video of the rolling 3rd gear burnouts the day I took the car apart. This is the first time I have gotten on 3rd hard since the build started.

I think the rolling 3rd gear burnouts hurt this tranny. Remember, I have an unsprung sintered iron clutch as well. It holds extremely well.

I would love to do a p12 housing and drill holes for my crank sensor so I can not throw a CEL, but it isnt looking like it will happen if the flywheel doesn't have the correct number of teeth. This is proving to be quite complicated to get the OBD2 to work doing the 6 speed swap.

*cough* get a b13 *cough* then you could use the b14 as a dd

^^ Another point against using a 6 speed with the OBD 2 (aimed at Coheed's quote).

I say, take your current gearbox, make it bomb proof (take it how you will). Be it by going with a proper gearstack, welded housing, or what the gentleman from UK did with his pulsar (although, I think I have seen that blow somehow, but don't quote me on this).

And, I am not certain as the burnouts have as much an impact as actually full grip launches, at speed 100% throttle (or just stabbing the throttle at speed in 3rd), etc.

I believe the shock to the drivetrain occurs when the tires bite slightly inbetween the wheels spinning and actually gaining mechanical grip. If it was a straight through burnout without it "hooking" happening, it would be in essence free revving, and the drivetrain just does not see the shock loading as it does in grip on/off conditions or full on grip conditions.

From what I understand, its not power/torque that kills drivetrains, its GRIP (or the full 400lb-ft + being applied directly to the ground without any slip). The clutch "should" be the weak point and should slip before any of this occurs (I believe)

Also, the fact that the clutch holds so well is also what is causing the shock to be transmitted directly to the drivetrain and the gearstack within.

Maybe Dre can chime in............If anyone believes I am wrong, please do not be afraid to point it out and have a reasonable reason why.

I am really thinking that the idea of posted is maybe something to look more deeply into (new gearstack and proper case strengthening).

(I really hope I do not sound condescending............). Just want to get an interesting debate going on with these broken gearboxes and what is "really" going on with breaking these once thought "unbreakable" gearboxes.

Proceed..............Very curious to hear some ideas on these. It seems most of the boxes being broken are typically drag guys/highway brallers.

Ashton, pmed

Like they said, the bell housing can easily be modified to accept the Crank sensor and a flywheel shouldnt be that hard. You can probably use your same flywheel and pp just have a custom disk made and might have to do something for a throwout bearing. Other than that, it should not be an issue.

Thanks for the pm Ashton!!

I looked up some pics of the interior of a 6 speed. Interesting stuff!!

Yeah, 6 speed looks pretty stout...........Hmmmm.......

I wonder how much it will run to have it converted to run on Coheed's car (including new clutch setup, flywheel, P11 housing, mount kit, axles, gearbox linkage, etc)?? Easily several thousand, correct??

Thats why my next build will be N/A jejejejeje

Well, the crank sensor may be able to read the proper flywheel, but the fly will still need the correct number of teeth in order to work unfortunately.

You have to use a 225mm clutch with the p12 bellhousing iirc because otherwise the starter won't engage the flywheel. Let me know if I am wrong here.

You are wrong here....Sorry but the starter seats in the block, not the trans. You dont have to use a 225mm clutch when using the p12 bellhousing. You might have to do something about the TOB but that hasnt been tested yet as far as i know. I will have my stuff in a couple weeks to do the fitment of the trans, clutch, flywheel. However im using a twin disk so its much easier to switch disks to the s15 disks as the twin disks all use the same size diameter disk.

I will mainly be fitting everything to see what im gonna have to do about a TOB if the stock QR TOB will work and disengage the clutch then im good to go, if not Competition said they can have one made for about $60 or so.

Ok, you are right about that, but then what is the point of using a different flywheel? I hear my JWT won't work for the swap.