DeadSkunk wrote: What about used NASCAR parts? Cup cars run 800 HP these days.
This was my first thought. Do these have reverse?
DeadSkunk wrote: What about used NASCAR parts? Cup cars run 800 HP these days.
This was my first thought. Do these have reverse?
They have reverse but designed with tire spin in first, would it be strong enough for a car that HAS to hook in first? Auto-x, drag etc...
Mendeolas top units can do that in a far more abusive environment than street or road race or drags.
With that much power you start in 2nd anyway.
http://www.roushyatesparts.com/used-mid-valley-transmission-p/xxu-326592.htm
We're using a G Force transmission on the DIYAutoTune land speed car. Currently the motor is making around 800 hp to the rear wheels. Transmission has not been a problem.
Opti wrote: The viper spec t56s (don't know what their designation is ) handle that all the time in fbody and viper applications. Normally behind turbo stuff.
Viper spec T56 will not handle this sort of power in stock configuration. Vipers that make power down low, IE not a turbo, will split a T56 above 650-750 torque easy as pie. With heavy modification to the transmission, no slicks, and a light weight car you can more then likely make it work but its not going to be cheap 8-10K.
wearymicrobe wrote: Viper spec T56 will not handle this sort of power in stock configuration. Vipers that make power down low, IE not a turbo, will split a T56 above 650-750 torque easy as pie. With heavy modification to the transmission, no slicks, and a light weight car you can more then likely make it work but its not going to be cheap 8-10K.
The amount of time it takes for your clutch to lock up is a huge deal when it comes to making an oem manual trans live behind power. On a typical warmed over sbc, a 2000rpm drop during launch or gear change with a clutch lockup time of only .18 seconds can release an additional 700+ ft/lb surge of power from the flywheel effect of the rotating crank/flywheel assy. Combine that with the power the engine is making (flat foot shift), the input shaft could easily see 1200ft/lbs for an instant. By simply increasing the duration of clutch slip to a total of .5 sec, the input shaft is only going to see a spike of around 725ft/lbs.
If you use enough clutch slip to dissipate the stored energy that's released from the spinning crank/flywheel assy, vehicle weight is not going to make much difference for short duration dragstrip use.
Andy Forrest in the UK has a 1200hp 4wd Subaru Impreza Time Attack car, he was running 8.20's @ 173 at the drags a few months ago. He began experimenting with a clutch slipper to control the pedal, a month later he's running 7.74 @ 179!
Here's a link to a DIY clutch slipper, uses the same cylinder that I sent to Andy... DIY clutch slipper
In reply to weedburner:
That is super duper cool.
Liberty? http://www.libertysgears.com/LSC5000.htm
wearymicrobe wrote:Opti wrote: The viper spec t56s (don't know what their designation is ) handle that all the time in fbody and viper applications. Normally behind turbo stuff.Viper spec T56 will not handle this sort of power in stock configuration. Vipers that make power down low, IE not a turbo, will split a T56 above 650-750 torque easy as pie. With heavy modification to the transmission, no slicks, and a light weight car you can more then likely make it work but its not going to be cheap 8-10K.
Well if your worried about low end torque killing a viper t56 this motor probably wont do it, at N/A 432 ci and 1000hp this thing probably wont have the low end torque to kill a viper T56. There are lots of vipers over 900hp with the stock t56s. A vipers got 70 cubes on this motor.
A Heffner TT Viper ran 8.75 @ 163 w/ a 1.36 60 on the stock viper T56.
A UGR TT Viper ran 7.98 @ 183 w/ a 1.29 60 on the stock trans.
on a 1000hp setup you will probably kill a trans. Id put a Viper T56 in and if it dies build it, and until then Id abuse the E36 M3 out of it and not worry, if it dies, I'D build it.
wearymicrobe wrote:Opti wrote: The viper spec t56s (don't know what their designation is ) handle that all the time in fbody and viper applications. Normally behind turbo stuff.Viper spec T56 will not handle this sort of power in stock configuration. Vipers that make power down low, IE not a turbo, will split a T56 above 650-750 torque easy as pie. With heavy modification to the transmission, no slicks, and a light weight car you can more then likely make it work but its not going to be cheap 8-10K.
So much agree.
The amount of torque that the transmission sees is so variable. This is completely evident with F-body GMs continuing to use the 7.5/7.625" rear axle despite rising power levels. Its not the power that matters because they make so little traction. Throw on a set of sticky tires and you might be collecting your differential off the street.
The amount of torque that the transmission actually sees is the killer. Any transmission that is rated with HP is bullE36 M3. Don't ever trust an aftermarket company that says "can withstand X hp." That's like saying a rubber band can support X weight. What if that weight were moving at X velocity? Or like saying a baseball bat can take X weight. Who is swinging that bat? How much does the baseball weigh? How fast did the pitcher throw it?
I have seen transmissions take X power and torque for thousands of miles only to explode when we switched to stickier tires.
The real dance here is knowing how much torque will actually be transferred to the contact point between the tires and road surface. If the tires break loose at 300 lb-ft, you could use a stock T5 from a 4-banger 1989 S10.
What was the 6sp manual in the MKiv Supra? Seems there where a few of those running around north of 1000hp.
Grtechguy wrote: What was the 6sp manual in the MKiv Supra? Seems there where a few of those running around north of 1000hp.
And they live because of the bad Supra joke.
What do 800, 900, and 1000hp Supra's have in common?
They all run 12's.
Opti wrote:wearymicrobe wrote:Well if your worried about low end torque killing a viper t56 this motor probably wont do it, at N/A 432 ci and 1000hp this thing probably wont have the low end torque to kill a viper T56. There are lots of vipers over 900hp with the stock t56s. A vipers got 70 cubes on this motor. A Heffner TT Viper ran 8.75 @ 163 w/ a 1.36 60 on the stock viper T56. A UGR TT Viper ran 7.98 @ 183 w/ a 1.29 60 on the stock trans. on a 1000hp setup you will probably kill a trans. Id put a Viper T56 in and if it dies build it, and until then Id abuse the E36 M3 out of it and not worry, if it dies, I'D build it.Opti wrote: The viper spec t56s (don't know what their designation is ) handle that all the time in fbody and viper applications. Normally behind turbo stuff.Viper spec T56 will not handle this sort of power in stock configuration. Vipers that make power down low, IE not a turbo, will split a T56 above 650-750 torque easy as pie. With heavy modification to the transmission, no slicks, and a light weight car you can more then likely make it work but its not going to be cheap 8-10K.
Those are not running stock T56 boxes, or they will not be running for very long. I completely destroyed a stock T56 in my first ACR with only ~700hp and 700lb with just slicks and aero and a four puck clutch in 5K track miles. Or they are running very slippery clutches to keep the jolt down to a complete minimum.
But yeah a built T56 will hold that sort of power provided you have some slack in the tires or the clutch.
Grtechguy wrote: What was the 6sp manual in the MKiv Supra? Seems there where a few of those running around north of 1000hp.
The V160 i mentioned on the previous page. 
The comment about "they all run 12s" is a bit misleading. There's stock transmissions living just fine in 8 second cars, and i find it hard to believe the way that some of these megaboost monsters build power is any less hard on a transmission than n/a motor you'd ever run on the street.
In reply to Swank Force One:
If you can't hook up the power, nothing will break. 
Ranger50 wrote: In reply to Swank Force One: If you can't hook up the power, nothing will break.
Well yeah... That's how the trans in my MX6 lives.
But the point remains: That transmission has been in the 8s.
wearymicrobe wrote:Opti wrote:Those are not running stock T56 boxes, or they will not be running for very long. I completely destroyed a stock T56 in my first ACR with only ~700hp and 700lb with just slicks and aero and a four puck clutch in 5K track miles. Or they are running very slippery clutches to keep the jolt down to a complete minimum. But yeah a built T56 will hold that sort of power provided you have some slack in the tires or the clutch.wearymicrobe wrote:Well if your worried about low end torque killing a viper t56 this motor probably wont do it, at N/A 432 ci and 1000hp this thing probably wont have the low end torque to kill a viper T56. There are lots of vipers over 900hp with the stock t56s. A vipers got 70 cubes on this motor. A Heffner TT Viper ran 8.75 @ 163 w/ a 1.36 60 on the stock viper T56. A UGR TT Viper ran 7.98 @ 183 w/ a 1.29 60 on the stock trans. on a 1000hp setup you will probably kill a trans. Id put a Viper T56 in and if it dies build it, and until then Id abuse the E36 M3 out of it and not worry, if it dies, I'D build it.Opti wrote: The viper spec t56s (don't know what their designation is ) handle that all the time in fbody and viper applications. Normally behind turbo stuff.Viper spec T56 will not handle this sort of power in stock configuration. Vipers that make power down low, IE not a turbo, will split a T56 above 650-750 torque easy as pie. With heavy modification to the transmission, no slicks, and a light weight car you can more then likely make it work but its not going to be cheap 8-10K.
No they were definitely running the stock trans when they ran those times.
Here is some video of a stock T56 running 8s and getting abused.
Youtube - Heffner Viper Runs 8.75
This engine will have less cubes, less power, and less midrange. Viper T56 all the way.
Having owned Datsuns with 1.4 liter, "A" engines I cannot imagine having this problem in my life.
Above is a unique 1970 Cuda build. The car was bought as a rolling body 15+ years ago. The Cuda campaigned in the 70s as a Pro Stock/Modified drag car. Today? Being built as Pro Street. The engine is a 904 ci DOHC Schubeck marine engine. Producing close to 1200 HP at 5200 RPM. The problem? Is the low end torque. Engine kicks at well over 1000 ft/lbs at >3000 RPM. All N/A on pump 91 gas. The Cuda had campaigned with an 800 HP hemi and A833 crashboxed 4-speed.
I don't believe Tremec or any manual transmission is up for this beast? I have an JW Ultrabell power glide than can handle the power. But they heat up fast for any type of limited street use.
If anyone has a manual transmission/clutch option to consider? I'm all ears. Just another guy looking to have his cake and eat it too?
Cudabuild said:
I'm not a Mopar guy but I find myself sexually attracted to that engine.
In reply to aussiesmg :
How much tire? How much weight? What is the surface like? The big one, How smooth a driver?
It's not just the transmission though. Axles, hubs, u joints driveshafts differentials, etc. All have to be up to the task.
weedburner said:wearymicrobe wrote: Viper spec T56 will not handle this sort of power in stock configuration. Vipers that make power down low, IE not a turbo, will split a T56 above 650-750 torque easy as pie. With heavy modification to the transmission, no slicks, and a light weight car you can more then likely make it work but its not going to be cheap 8-10K.The amount of time it takes for your clutch to lock up is a huge deal when it comes to making an oem manual trans live behind power. On a typical warmed over sbc, a 2000rpm drop during launch or gear change with a clutch lockup time of only .18 seconds can release an additional 700+ ft/lb surge of power from the flywheel effect of the rotating crank/flywheel assy. Combine that with the power the engine is making (flat foot shift), the input shaft could easily see 1200ft/lbs for an instant. By simply increasing the duration of clutch slip to a total of .5 sec, the input shaft is only going to see a spike of around 725ft/lbs.
If you use enough clutch slip to dissipate the stored energy that's released from the spinning crank/flywheel assy, vehicle weight is not going to make much difference for short duration dragstrip use.
Andy Forrest in the UK has a 1200hp 4wd Subaru Impreza Time Attack car, he was running 8.20's @ 173 at the drags a few months ago. He began experimenting with a clutch slipper to control the pedal, a month later he's running 7.74 @ 179!
Here's a link to a DIY clutch slipper, uses the same cylinder that I sent to Andy... DIY clutch slipper
anyone build on of these "cluch slippers" ?
I will never have that kind of power , but if it helps 200hp in a transmission built for 80hp that would help a lot
californiamilleghia said:anyone build on of these "cluch slippers" ?I will never have that kind of power , but if it helps 200hp in a transmission built for 80hp that would help a lot
The diy "clutch slipper" in my link above will produce a TOB release pressure curve that is shaped like this...
...of course the "knee point" where the curve transitions from vertical to horizontal is adjustable...
...the decay rate after the knee point is adjustable as well...
Basically the diy controller allows you to adjust just how hard the clutch initially hits when you release the pedal, then it also allows you to separately choose the clutch's transition rate from initial hit to full clutch clamp pressure.
I originally came up with the diy device above to help me get more power thru a Saginaw 4spd back in 2010. Now using my similar "patent pending" Hitmaster device to get 900+ thru a small in/out Toploader 4spd. It produces a release curve that's shaped like this...
Quite a few power adder late model Corvettes, Camaros, Mustangs, ect using my Hitmaster to get a lot more power thru their stock IRS. Also quite a few 180-215mph fwd Honda drag cars.
Grant
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