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51
"AP" General Discusion / Re: what to do what to do
« Last post by dsrace on November 04, 2021, 02:45:13 PM »
for myself.... 400 tq is plenty of dune power. for myself, the only difference between the v8 and the v6 is smaller packaging ( power exluded) 1 turbo prob weighs as much as 2 pistons and rods though.
52
"AP" General Discusion / Re: what to do what to do
« Last post by dsrace on November 04, 2021, 02:32:31 PM »
thanks for adding that budlight. yes that is basically what sean said to me as well. now we never dicussed hp as i specifically asked what input tq ( at the crank tq) the hv24 was rated for. i was happy to hear that mid engine isnt near at risk of the dry bearing syndrom as rear engine.

so at this point in time i can honestly say a twin turbo sounds like a blast ! honestly, not something i want right now. i do mis the bottom end of my old 3800 series II! that thing just never gave up. this is why i am interested in the ecoboost twin turbo v6. bone stock engine with a gentle 91 octane pump fuel tune and there 400 rwtq thats double what the 38000 had and plenty.

i actually pre fer a n/a motor as it does simplify diff aspects but a forced induction engine covers all bases from LS to st a dunes for myself.   a twin turbo ls build would be awesome but not something i want to pay for   :m   the motors can be cheap to buy or build o depending) but the trans are very expensive and def the weak link of the sport. if they say a conservative tq input rating is 500 from a v8 then  400 to 450 from a twin turbo v6 should be well suited imo
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"AP" General Discusion / Re: what to do what to do
« Last post by fabr on November 04, 2021, 08:21:39 AM »
If any of the H pattern transaxles shifted as fast and reliably as the 4 speed muncies/borg warner/liberty or whatever I'd much prefer an H pattern shifter over the sequential . SFAIK there are none.Too much slop in the entire shifting linkage from the shifter all the way to the shift forks.
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"AP" General Discusion / Re: what to do what to do
« Last post by fabr on November 03, 2021, 06:35:56 PM »
But a "sequential shift" would be sweet!
They have their pros and cons.
55
"AP" General Discusion / Re: what to do what to do
« Last post by budlight69 on November 03, 2021, 05:44:38 PM »
But a "sequential shift" would be sweet!
56
"AP" General Discusion / Re: what to do what to do
« Last post by budlight69 on November 03, 2021, 05:43:00 PM »
Sounds like a huge step up in strength compared to the 2D.  We all know you will be wanting a twin turbo LS someday.   :m  At least I do :nw 

Per Sean:

The Weddle HV-24 and HV-25 transaxle line is arguably the best lineup of H-pattern synchronized, 10" R&P transaxles on the market. These incorporate all of the features available on more modern gearbox designs, and fix many of the inherent weak links in the VW, MD, and even the S4/5 units. These have 27mm (1-1/16") wide gears to handle more power than the MD and HV-1. Mainshaft bearing is a large dual tapered roller bearing to handle thrust rather than the ball bearings in other units that are not designed to handle end thrust, which wear out quickly and fail with use. Mid-plate bearing support between 2nd and 3rd gear to eliminate shaft deflection under hard loads. And a mechanical internal oil pump and oil circulation system that pumps and distributes oil to every upper bearing and gear in the trans, which means there will never be a dry bearing or gear when accelerating hard up hills.

The Weddle HV-24 and HV-25 can handle upwards of 600 HP at the crank and 35" tall tires. The limiting factors will be the 10" R&P and smaller MD sized diff gears compared to the larger gears in the S4/S5 units. These are best suited for moderate powered V8 buggy's where anyone can drive them as the H-pattern synchronized gearbox works like any production manual trans.
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"AP" General Discusion / Re: what to do what to do
« Last post by dsrace on November 03, 2021, 03:21:26 PM »
in the mean time my son in law and i will continue to check out sxs  ;D

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"AP" General Discusion / Re: what to do what to do
« Last post by dsrace on November 03, 2021, 12:50:39 PM »
Hands down I would do the hv24. You will never be sorry not needing to worry about the trans.  Sean @ Weddle knows his stuff.Trust his opinion.

oh i do


59
"AP" General Discusion / Re: what to do what to do
« Last post by fabr on November 03, 2021, 10:36:04 AM »
Hands down I would do the hv24. You will never be sorry not needing to worry about the trans.  Sean @ Weddle knows his stuff.Trust his opinion.
60
"AP" General Discusion / Re: what to do what to do
« Last post by dsrace on November 03, 2021, 07:39:31 AM »
the x3 was aa joke btw....

so i called and spoke with sean at weddle last night. he took the time to answer my question and give some detailed answers.

so hv1 vs 2d.....rated for the same power levels, hv1 has a stronger case, stronger bearing ( main bearing) far stronger rev geaar. also has provisions for an oil pump with cooler. he said all rear engine rails should really have an oil pump as the oil is naturally forced back to the r&p which of course flings it back but never oils the gears properly. mid engines are naturally forced to the gear stack. many levels of that depending individual applications.     

2d......  has a stronger 1st 2nd gear, best bang for the buck,but basically rated at the same power.  he said the main bearing in the 2d is the weak link, depending on all the variables ( car, engine, driver etc etc) 3 to 5 seasons and they need a new main bearing and usually a new 1st 2nd gear. 

again, i am just repeating what was explained to myself. if someone has a differing a opinion, please express it and state why.  no one will be offended by it.

so then we discussed the hv24.......depending on variables again, rate for 500 ft lb tq at the crank. far superior to the 2d in many way, mid engine shifter assembly requires one to make there own mounting brakets and possibly a couple other small parts.  built in oil sprayer that runs off a lobe on the main shaft. provisions for an external oil cooler ( he said i would never need one with this trans even with the ecobbost v6 which he knew pretty good) hyd throw out bearing, much beefier gears and bearings through out. he said one cann expect a min of double the life as well out of the hv24 vs the 2d. 

i asked what the availabilites are on the hv1 a nd 2d right now...... he said 6 months out min. they have just about run out of parts. the companies they sourced various parts from are not open or something. they are manufacturing them in house or sourced local ( not 100% sure and didnt need to know) but they are just starting to get new parts flowing. the hv24 could be built and sold now.  the hv24 is $800 more than the hv1 so thats an easy decision between those 2. i would also need a new clutch disc as the hv 24 has a larger input shaft with a chevy spline.
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