Just purchased a Gear Vendors overdrive unit
08-18-2009, 04:34 PM
#43
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neal chance.i will call and see what they offer for my app.what intake do use now?.i just got my lsxr 102/102.guys at thomsons are going to install soon.thanks for good info.
08-20-2009, 01:50 AM
#46
i would have to say trying to shift one unit then the tranny then the unit then the tranny then the unit would be too much of a hasesl and i think if you could it would slow you down more than anything...
id build a 60-e before one of these...few people have made it 5's with one...ive been trapping 110 in the 1/8 for ove 2 years with a 60-e...lockup converter im at 2300 at 80mph with 3.90s i believe
id build a 60-e before one of these...few people have made it 5's with one...ive been trapping 110 in the 1/8 for ove 2 years with a 60-e...lockup converter im at 2300 at 80mph with 3.90s i believe
08-20-2009, 08:04 AM
#47
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It's supposed to make the car ET better, not slow you down and I think rowing gears would be much harder than hitting a button but we will see.
4L80E is not totally out of the question if this doesn't work out and I have to read it again but there is a return policy if it doesn't work the way they said.
One thing the GV can do that the 4L80 can't is give you OD at the track and with my N/A gear/converter having the OD option for a shot of nitrous is a nice luxury. Best of both worlds.
Like I said, we'll see.
4L80E is not totally out of the question if this doesn't work out and I have to read it again but there is a return policy if it doesn't work the way they said.
One thing the GV can do that the 4L80 can't is give you OD at the track and with my N/A gear/converter having the OD option for a shot of nitrous is a nice luxury. Best of both worlds.
Like I said, we'll see.
08-20-2009, 02:53 PM
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chef, I hope she goes REAL Fast, hehe
08-20-2009, 04:38 PM
#51
I would only use the OD on the nitrous passes, with the 150 shot I will be just around 900 fwhp. I've never heard of anybody shifting into OD full throttle at the track at any power level with a 4 speed auto but maybe it's been done with the 4L80? I don't know.
chef, I hope she goes REAL Fast, hehe
chef, I hope she goes REAL Fast, hehe
08-21-2009, 07:00 AM
#54
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I think that in the case of the 4L80E and I'm gonna call Rossler today to clarify the pros and the cons but I'm going to bet that yes with higher hp cars (I don't consider my car with a small shot making 900 fwhp to be a high hp combo) that the 4L80E would be a better choice over a 3 speed GV combo if you can shift into OD at the track. I'm also going to ask about converter sizes etc. I'll post up what I find out from the horses mouth later today.
08-21-2009, 09:22 AM
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Just got off the phone with Rossler, 1st let me say these guys are so nice there, everytime I call with a question or for info, whatever they always take the time to talk and help anyway they can. Never rush you-very professional, very polite.
Ok, their set up for over 1200 hp-soup to nutz t brake, hardened input shaft, manual shift, upgraded internals etc. will run around 5k.
You would be able to run a converter 9-9 1/2", anything smaller is doable but you loose the lock up capability so even in OD-no lock up.
The 4L80E weighs around 90lbs more than a th350 and 70lbs more than a th400.
The 4L80E will have more hp loss through it than a th350 or th400.
The 4L80E allows you to shift into OD at the track BUT Rossler doesn't recommend that for anything more than 900 fwhp.
The 4L80E is not as efficient as a th350 or th400 equipped with a GV unit "as per Rossler" and they said that for my particular set up my trans/gv combo is the better choice BUT-he would like it better if I had a th400 in the car for the added power as I will be pretty much maxing out the th350 hovering around 900 fwhp.
Rossler said for a street driven high hp car the 4L80E is a great trans but will still be heavier and less efficient than a th400 with a gv but can be computer controlled which is definately a plus.
Learned alot with all the input in here-Good stuff!
Ok, their set up for over 1200 hp-soup to nutz t brake, hardened input shaft, manual shift, upgraded internals etc. will run around 5k.
You would be able to run a converter 9-9 1/2", anything smaller is doable but you loose the lock up capability so even in OD-no lock up.
The 4L80E weighs around 90lbs more than a th350 and 70lbs more than a th400.
The 4L80E will have more hp loss through it than a th350 or th400.
The 4L80E allows you to shift into OD at the track BUT Rossler doesn't recommend that for anything more than 900 fwhp.
The 4L80E is not as efficient as a th350 or th400 equipped with a GV unit "as per Rossler" and they said that for my particular set up my trans/gv combo is the better choice BUT-he would like it better if I had a th400 in the car for the added power as I will be pretty much maxing out the th350 hovering around 900 fwhp.
Rossler said for a street driven high hp car the 4L80E is a great trans but will still be heavier and less efficient than a th400 with a gv but can be computer controlled which is definately a plus.
Learned alot with all the input in here-Good stuff!
08-21-2009, 03:38 PM
#56
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ya computer control is what sold me on 4l85e.i use the tci controler which gives me total control over trans + you can data log with it.i was kind of upset at how much power it ate but oh well.i have hit od locked up seems to be ok.just my 2 cents.gv unit idea still sounds cool.
08-21-2009, 03:48 PM
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ya computer control is what sold me on 4l85e.i use the tci controler which gives me total control over trans + you can data log with it.i was kind of upset at how much power it ate but oh well.i have hit od locked up seems to be ok.just my 2 cents.gv unit idea still sounds cool.