What else?
Thread Starter
Racer
Joined: Jun 2012
Posts: 283
Likes: 9
From: Thibodaux Louisiana
What else?
Just trying to get a few ideas? I have a 98 C5 A4, 2:73's with 18" rims in rear. I added a Vararam, LS6 intake, Long Tube headers with deleated cats going into Magnaflow system, and 80mm bbk throttle body. Bought a set of Nitto 555r's. I bypassed the throttle body coolant lines, deleated the egr and air pump. I am getting a set of 3:42's installed in 2 weeks and a dyno tune. I would really like the car in the high 11's but would be ok in the low 12's.
Should i spend the extra $ and install a converter while i do the rear? If so, what size? Im not totally against the idea of a cam or even a little nitrous as long as it is still streetable.
If anyone has any ideas, lets hear them!
Should i spend the extra $ and install a converter while i do the rear? If so, what size? Im not totally against the idea of a cam or even a little nitrous as long as it is still streetable.
If anyone has any ideas, lets hear them!
Team Owner
Joined: Feb 2001
Posts: 27,254
Likes: 136
From: Short Hills, NJ
I know the LS1s in the 1998-2000 F-bodies had EGR of course but didn't think any year C5 did.
I would consider something in the 3200-3600 range and only one from a reputable company with lots of LSx vehicle experience such as Yank, Precision Industries (aka: Vigilante), FTI, Pro Torque etc.
Combined with those new 3.42s it should make for a nice street/strip combo, the only potential issue might be those Nitto 555Rs, depending on ambient temps and track prep they might not cooperate consistently/on every single pass.
Le Mans Master
Joined: Aug 2007
Posts: 6,474
Likes: 297
From: Orange Park FL
I don't think C5s had an EGR, did they?
I know the LS1s in the 1998-2000 F-bodies had EGR of course but didn't think any year C5 did.
Yes, it's barely any more labor to install if the rear is already out and it makes a very notable difference (reductions) in sixty foots/ETs.
I would consider something in the 3200-3600 range and only one from a reputable company with lots of LSx vehicle experience such as Yank, Precision Industries (aka: Vigilante), FTI, Pro Torque etc.
Combined with those new 3.42s it should make for a nice street/strip combo, the only potential issue might be those Nitto 555Rs, depending on ambient temps and track prep they might not cooperate consistently/on every single pass.
I know the LS1s in the 1998-2000 F-bodies had EGR of course but didn't think any year C5 did.
Yes, it's barely any more labor to install if the rear is already out and it makes a very notable difference (reductions) in sixty foots/ETs.
I would consider something in the 3200-3600 range and only one from a reputable company with lots of LSx vehicle experience such as Yank, Precision Industries (aka: Vigilante), FTI, Pro Torque etc.
Combined with those new 3.42s it should make for a nice street/strip combo, the only potential issue might be those Nitto 555Rs, depending on ambient temps and track prep they might not cooperate consistently/on every single pass.
Le Mans Master
Joined: Mar 1999
Posts: 6,029
Likes: 85
From: Palm Coast, FL
Thread Starter
Racer
Joined: Jun 2012
Posts: 283
Likes: 9
From: Thibodaux Louisiana
Thanks for the info. I was looking to go around the 3000 range or less. Have a guy on here that offered me a 2500 for $175 shipped, but wasent sure if that was enough.
As far as the egr goes, whatever was connected to the stock exhaust manifolds and wrapped around the rear of the engine is what i pulled out. I just assumed it was the egr.
As far as the nitrous and cam, im leaning a lot towards a cam, nitrous is still a possibility tho...
As far as the egr goes, whatever was connected to the stock exhaust manifolds and wrapped around the rear of the engine is what i pulled out. I just assumed it was the egr.
As far as the nitrous and cam, im leaning a lot towards a cam, nitrous is still a possibility tho...
Team Owner
Joined: Feb 2001
Posts: 27,254
Likes: 136
From: Short Hills, NJ
I have a 3200 in my C6 now and it feels great on the street but it also limits my ability to really sixty foot the car, if I ever change it out I'm going much higher in stall.
I'm also not very comfortable with the thought of a used high stall converter unless it's from a close friend and/or out of car I know personally...what brand name was that used 2500?
Safety Car
Joined: Aug 2011
Posts: 4,450
Likes: 410
From: Portland OR
I think a 2500 rpm converter would be a reworked stock type and would be loose but not effecient, The modern 9.5" units from the manufacturers mentioned above would be much better. Plus have a much better lock up clutch. I have a Yank SS3600, drives nice, but wish I would have found a 4000. But then I want that 10!
Le Mans Master
Joined: Mar 1999
Posts: 6,029
Likes: 85
From: Palm Coast, FL
I started off changing from my 2:73's to a 3:42 with a Vig 2800 - 3200 stall convertor - the stall was tight and leaned more to the 2800 side... When I changed my gearing to 3:73's I went with a Yank SS 4000. I'm just so used to having a 4000 stall on the street I don't think I would drive anything else ... but, my mechanic is a trans guy and thinks like it! I have cut a 1.37 60' with this setup N/a.
some have better success with smaller cams, I just happen to have gone pretty BIG!
some have better success with smaller cams, I just happen to have gone pretty BIG!
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