SRT8 3.55 Gears

Ok, BUT THAT VID WAS F*CKING AWESOME!!!!!!!!!!!!!

 

Oh I bet that went over big!! :bottom:

I'm wanting to try some of dem der sub frame connectors meself. I wonder if they'll really work.

Well Nathan, I see there is only gonna be one way to convince you how well a nice tight converter works on the road course and around town. I'm taking you for a ride one day buddy.:whistle:

aaaaahahaha, Thanks.:beer:



btw, I got more.........I do, I really do.................muhahahahahaaaaa

 

Cam, it's more than that isn't it? I'm saying you will be producing more torque at ANY mph *at the wheels*. So if you put it on a dyno and compared at any given mph you would be producing more torque with 3.55 than 3.06.

Ok... fine. There would be small bands where a particular mph puts you into the next gear with the 3.55s but for the most part the above would be true right?

 

Cam Glad To See You Are Still Having Traction Problems. Lol

 

TC stall is 100% engine rpm. Nothing to do with gear. (clutch lockup is a little different).

 

I see you're enjoying your weekend there Brudda! Have one for me!

 

He's just trying to get you tipsy so he can take advantage of you!

 

If I understand what your saying. Not entirely true. Because my Mopar TCM only allows slip in first, once I'm in 2 and up, I'm locked.

BTW, we need to talk about your other question when I'm not half lit buddy. I have a hard time typing with only one eye working. :friends:

 

err, umm, can't. It would take too long. Not that it's that much stuff but it would take too long to put it together. I think NetNathan posted some great links to a wikipedia type of explanation on torque converters somewhere.

Basically your TC is a centrifugal clutch. The stall rpm is where it engages. Some trans/TCs have friction clutches inside. Since the TC is a fluid coupling there will always be some amount of energy lost in "slip". So when you get going a certain speed in a certain gear under a certain load both sides of the fluid coupling (TC) will be turning at almost the same speed, except for the slip. That's when they lock up the friction clutch which makes a mechnical coupling with no slip -- more efficient.

 

Okay, I'll take you up on that.

That vid is great.
It is a shame there aren't pics of the shredded tire material all over the back of your car after that "smoking sprint". That was almost as cool as the "sprint" itself.

 

Here is GREAT course in Torque converters.
http://auto.howstuffworks.com/torque-converter.htm

 

Maybe it will be easier to think of it this way. Pick an rpm and a gear. You will be putting more torque to the ground with the 3.55s at that rpm in that gear.

Now if you pick a mph you will probably be putting more power to the ground. It may be the case that at a few mphs you would be at the bottom of the next gear with the 3.55s. In these 4 mph ranges you might be putting less power to the ground.

At some mph you would be at the bottom of 3rd with the 3.55s and at the top of 2nd with the 3.06s. In these small bands of mph you might be putting more power to the ground with the 3.06s. In the majority of mph range that won't be true (if at all).

how's that?

 

For those that drive,,,, let say,, with spirit. The 3.55 gear will give you a better (power) feel everywhere.
The only down side is top end.

The other possible problem will come from the trans. The trucks have a problem hitting the rev limiter with 4.56 gear (from stock 3.92) The more power you make the bigger the problem is. Hopfully dioblo can solve this for you.

 

Haha, if you were actually matching revs you wouldn't need heel-toe. You'd just use your left foot on the brake and right foot on the gas. If you're good you don't need the clutch. I used to drive a semi. Clutch takes about a 1000 lbs of pressure. Only time you use the clutch is to get rolling from a stop.