Oceanaire...Mike IS doing the install! He is a ARE dealer and ordered the H/C direct.Yeah.. I'm going with the street eliminator package with a 222/230-114 cam...Should be great! I also have the pulley to install.Thanks for asking!:D

HaHa.......Nothing is reasonable with Corvettes! :crazy: When we play ...We pay! :yesnod:

 

Vince that is awesome,
when is the heads/cam going in? What numbers are you hoping for?

 

What's the going rate for a heavy duty rebuild? For my Regal, it's $3,000, hopefully this won't be more.

 

Vince- you're almost done! :yesnod: Now all you need is a supercharger, big brakes, rims, cage, nos, :D jk. Can't wait to see you in the 11's! ;)

 

Vince,

Uh Oh, with that cam, I will need the gas to keep up!! :lol:

Let me know when you get her done. We'll have to go to the track sometime.

Eric

 

Performance transmission


FLP exaust


TCI transmissions


ArtCarr transmissions


Raptor transmissions




[Modified by 1990bevile, 6:47 PM 3/1/2002]

 

The estimate for a hi performance rebuild is $2200-2500.That's with labor which is the bulk of the job. The entire rear suspension must be dropped to get to the transmission and rear gears.They are all tucked up there nice and tight.A MAJOR PITA job! I remember when they did the gears and converter.The pics are on my home page..not a pretty sight to see your car all apart like that.You wonder how they will ever put it together again. But they do.

1990bevile...Thanks alot.... good info:D

Wildwolf....Right now I'm just lookin to get it back on the street and then I have an appointment with Mike Norris for ARE H/C,ASP Pulleyand Dyno tune.

Oceanaire.....When I'm all done with this mess...and I mean all done THEN I will give you a call for the track. I'm already anxious but I'm not going any where soon until this car is perrrrrfect!Thanks for the invite:D

By the way I found and excellent and informative article on torque converters.Check it out.....

Torque converter stall is a commonly used term and is commonly misunderstood. Stall is the speed at which the converter will hold the engine speed and not allow further gain (i.e., the engine "stalls"). The key word here is engine. The speed at which stall occurs with a given converter is a function of engine peak torque. It is clear that the stall speed on a given converter will not be the same coupled to a tame small block engine when compared to a big block with all of the muscle features added. When comparing stall speeds it is important to account for the engine that drives it. True converter stall can best be determined when a Trans Brake is used. Testing for stall value by locking the wheel brakes generally does not produce a true stall value because the engine power can often cause wheel turn by overpowering the brakes. Stall speed determined by this method should be identified as such when discussing stall speed determination. Flash stall is determined by launching at full throttle and observing the peak speed attained at launch.

Selection of the right stall speed for your vehicle should be matched to the engine peak torque, engine torque curve shape and vehicle weight. In general, the stall speed selected for your converter would be 500 to 700 rpm below the peak torque. This speed allows the margin for application of the torque reserve on takeoff. When selecting stall speed without having prior experience to go by, it is better to conservatively estimate the engine torque than it is to over estimate it. If you over estimate the torque output you will have a converter with a stall speed too low, making your car slow off the line and have slow ET. A properly selected stall speed will give you better launch and better ET. You can see why it is important to consult with professionals prior to making a stall speed selection. Within the converter, stall speed is balanced off against inefficiency after launch. Getting desired stall at the expense of performance after launch is just as costly as improper stall speed to begin. The optimum converter needs careful selection and design of changes to the impeller, turbine and stator.

 

When I install my gears, TC and TransGo, putting in a tranny cooler should help me out alot, correct??

 

It certainly can't hurt but I'm told a deeper trans pan will hold another 2 quarts and keep the trans cooler as well. Less expensive too. :rolleyes:

 

vstella,

Do you know specifically who sells these deeper trans pans? I've been trying to find a deeper trans pan for my A4 C5 for what seems like forever and a day and have not found one.

Thanks,
Aaron Lephart

 

maybe (I dont know really) they dont make deeper C5 based 4L60E pans due to the already low ground clearence, maybe it would stick out or something....get a transmission coolent system. I think you can buy them pretty cheap from someplace like pep boys but I dont know where you would mount it. I know they made deep transmission pans for the C4.


[Modified by 1990bevile, 2:25 AM 3/2/2002]

 

OK maybe I was wrong. http://www.transmissioncenter.net/4L60E.htm

I would call these guys up and see if there pans fit C5 instead of just F body's. However by the way they designed there web site its no geruntee that they will be organized enough to ansewer. Also I know I saw a pan which is just 3/4in deeper and holds 1 more quart of oil, I bet that might fit (most of the deep pans are like 2-4 quart)...anyway call them, and try some of the other suppliers too, just because they dont list it dosent mean its not there.

 

Putting a bigger tranny cooler is more efficient & better bang for the buck IMHO. But anyway, I remember that B&M had deeper trans oil pan for $200+.

 

vstella,

The same thing happened to my 1995 Impala SS which also has the 4L60E tranny.

It was fine for the one year I had the Trans-go shift kit installed, but as soon as I installed the Torque converter, a week later, the tranny fried on me.

I will never install another TC ever again on a personal car of mine. I learned my lesson. I even converted over to synthetic ATF at the same time the TC was installed.

This is what happened to me.

The shift kit saves your tranny, while the TC puts strain and stress on the tranny causing it to go out and most of the time they do out very quickly after the TC is installed.

Guys, think about TC installs very carefully as this has happened way too many times and I am almost positive it is the TC that is causing this to occur.

C5 owners that just run with the trans-go shift kit have had almost no problems, but when combined with a TC, this is when it becomes dangerous.

Shawn

 

Shawn,
yuo say combined with TC, the transgo becomes dangerous?
What about a TC by itself? I have almost never heard of that frying the trans. :confused:

 

maybe you need a specially preped transmission for the new converter. Something stronger maybe.

 

Don't worry guys, a million people do the converter and gears mod with the cooler and temps never go beyond 160. Nothing bad is gonna happen if you drive it right.

 

Maybe the Powerloader combined with the shift kit is the problem. They are both trying to give stronger shifts and maybe the two produce too high a pressure.

Vestella: You had the TC quite a while before adding the shift kit. It is only reciently that "shift Kit" mania has hit the forum. Many have had PowerLoader / TC cars without the problem. I'm sure many F-Body guys have had the shift kit without the Powerloader. You can only push the tranny so hard to shift quick. Why do you think the GM engineers added torque management as the cars got stronger. We all act like they (GM Engineers) are stupid and less smart than the after market guys on the one hand and then consider the gem we drive that they have built. It is only that they have government & corporate restrictions on there creativity as well as a generally more conseritive target audience.

By Powerloader eliminating Torque management, boosting line pressure and then the shift kit kicking it up even higher, maybe we are too close to the edge.

Humor: If you are not living close to the edge - you are taking up too much room.


[Modified by KingTut, 7:58 PM 3/2/2002]

 

King Tut..Thre is something to what your saying.It's true that the GM engineers have restrictions put on them by the authorities.There is a fine line between optimum performance of these vehicles and collateral damage when pushed to the limit.This forum is an excellent place to pioneer these frontiers of performance.Those you decide to play it safe will never experience the bounds in which these marvelous machines can travel with a few tweeks.I truly believe that when tuned and prepared properly these cars will perform very well outside of there factory bounderies.I for one have never played it safe in any facet of my life and am enjoying the fruits of my daring nature.I guess Shakespere knew this..To be or not to be..Will you or won't you? :rolleyes:

Again, for those who dare come the spoils.It's a real choice we all will make!

But then again..I'm a trekkie :eek:

 

Et tu Vince? :lol:

:cheers: