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Post by spud on Jul 16, 2021 8:49:08 GMT -8
Very true, all tf-6 varients are liteweight. They are going to have limits, and need rebuilt more often. A hi powered hi torque engine will take its toll. The smaller torqueflite is often selected for lite weight, low power losses, over the big torqueflite. The 42re -rh trans has advantages like the amc pattern, od, lock up, modern refinements. Not brute strength. Which makes it attractive more to a true street/ dual porpose machine…and might be more of a bolt in.
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Post by landbarge on Jul 16, 2021 9:02:26 GMT -8
Here's another source for performance trans pieces. I believe there's some from the 47 and 48 re that work too.
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Post by 69Rebel on Jul 16, 2021 20:18:29 GMT -8
This thread is gold.
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Post by stickshifter on Jul 17, 2021 3:28:11 GMT -8
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Post by sc397 on Jul 17, 2021 7:07:34 GMT -8
Kinda off track there.. I am going to figure out how to make the one I bought work.
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Post by spud on Jul 17, 2021 9:16:17 GMT -8
Got one on order. I think the tkx is the best five gear yet. My intent is dual porpose and maximizing fuel economy and efficiency, over drag consistancy… I dont consider manuals strip freindly exactly. They put heavy demand on precision driving. Otto’s are so much more appropriate for drag duty and consistancy and less focus on launching. Manuals take exact precision on launch, no error is recoverable. Your either perfect or finished. Not that its a bad idea to do pro/ con, but we can do pro/ con on any transmission and at the end of the day your still debating. This guy is aparantly going with the 42 re, and i figure its doable at some point. I’m in it to see what it takes to get it functional. I’m a student and experimenter of chryco trans, enjoy them some cuss them some, considered saying fuckit and strapping a gear vendors to my 998. Still might do that. Gear splitting sounds fun. Of course theres hours of debate in that move too. I think this guy may be overestimating the ( TF-6) capability, possibly, but hard drag racing is gonna put a strain on anything and everything. The weak link in any TF trans is the problem with the sprag, and associated sun shell explosion. The small trans actually is a little safer in that regard, a 727 is much sketchier. The pro/ con phenomenon is infinite. We dont know much about the engine other than the assumed 650 hp rating. The torque curve is assumable, i would say if the 42re would want good planetaries and the best sprag available, along with the better input snd output shaft. Its likely gonna break stock stuff in short order. Once you start with all that your spending a lot of money. A relatively stock 727 (varient) would be easier to pay for, but there is no amc pattern 518/47re…and a 727 with a gearvendors is ridiculously long. I saved a nice 4wd 727 for a gear vendors, they make a shorty kit. They also make ANOTHER mid length kit for the fixed yoke truck type 727 output shaft which is quite nice… either is is a more compact od 6 speed, with big torque capacity. But this isn’t the “ transmission master- debation topic” i know… the GV is a redonkulously stout component, the drag week guys rely on it, and honestly this guy if truly sporting the power, and considering a manual VB and such, not needing the lockup, may be more in line witha 727/ gv type trans. Because… it might be less in the long run. Sure he’s losing some power at the output shaft… no shorty kit for the 904/998… remember the 42re has a light capacity OD section that needs more clutches for a hi torque v-8, a GV has a very strong cone clutch, advertised at 1200 hp and upgradeable to 2000 hp capacity. Once again i sound like a GV salesman, i’m not in that bizz. I know where this 42re is headed. If it was a 304 or tame 360 i would have plenty of faith and enthusiasm. I’m a bit skeptical of this guys app, but plenty excited to see how it gets done and how it performs. 3500$ GV UNITS are as more than a tkx… which explains why i ordered one…
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Post by sc397 on Jul 17, 2021 11:01:20 GMT -8
The only bad thing about the Gear Vendors stuff is that it is only 22% overdrive from what I can find out. The 42RE is 31% overdrive.
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Post by spud on Jul 17, 2021 11:22:46 GMT -8
Thats one bad thing. There are 3500 others. You can make a small torqueflite work. Its not gonna be long term in that app, but drag racers know that. You simply cant have everything with ANY trans and thats not the point. You can make this work, hell it would work stock. Maybe not for long but if you had a working control it would bolt in and go. No 998 parts needed in getting it to work. Once again most every part in the 42 re is actually better to some degree than most everything in the 998. I got no idea how your gonna get a manual vb worked out, since the 42re vb controls fluid flow to the OD and electronic governor, your into hydraulic engineering there. I dont think a manual vb needs sny governor circuit. But that brings out a very important thing, i dont know. And what i think dont count. You gotta do a lot here, and it boils down to none of us are engineers, to make a lightweight electronic trans survive a hi torque engine on a dragstrip, and make it work without its designed in electronics. Thats not likely to happen first try.
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Post by sc397 on Jul 22, 2021 5:14:18 GMT -8
I spoke with Randy Martin who's business is literally 12 min away from Stickshifter yesterday. Randy is our go-to guy for TorqueFlites. I actually played one of John's voice mails to Randy and he says "Hell I know John, he knows those transmissions better than I do, see if he will do it". The he showed me a 42RH from a Dodge truck. We talked some more and he told me that if John doesn't want to rebuild mine that he would but like all businesses like his, he is a month behind. I told him hat I was in no rush. Then I spoke with John and it didn't take long and was talking over my head with all of the different ideas that he had. In a nutshell I either have to buy a stand alone controller or convert the transmission over to a 42RH. I like the idea of converting better than the controller deal. John told me that we basically need the cryco 42RH guts to put in the Jeep RE case. He even mentioned a manual valve body and high stall converters. One thing we will have to do is machine up a sleeve for the 3 wire connector going into the transmission body. The 12 wire connector is a larger diameter. So based on the fact that Randy has a donor transmission and John does not, I will take it in to Randy to build.
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Post by sc397 on Jul 22, 2021 6:17:41 GMT -8
Now I am thinking too much... Around here it is nearly impossible to find a two wheel drive Jeep anything which means there are 4WD Jeeps are all over the place. I bet the tail shaft from a 2WD Dodge truck of the same years would bolt up to the Jeep 4WD transmission once the Transfer Case is removed. And if you can swap the main shaft from one to the other.. And if you have to buy the Dodge trans for the parts anyway.. Need to learn some more about these things
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Post by spud on Jul 22, 2021 8:51:41 GMT -8
Agreed that seems the most straitforward plan. I think the jeep trans case is pretty much the same as a mopar 42re case, excepting the the engine pattern. On the older torqueflites with the three prong switch, i just leave the switch out and put an o ring boss straight thread plug in there. My shifter has the nuetral safety and reverse light switching on it. I dont bother running wires under the car. I think parkman beefed up the overdrive clutch with 11 discs or playes or something like that. The 42 re and 42 rh already have the heavier direct clutchpack and wide ratio gearset. Not a lot of upgrades you can add beyond that except maybe an aftermarket sprag in the case, which is a smart move on a drag car.
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Post by sc397 on Aug 6, 2021 6:30:57 GMT -8
I took the trans in to Randy last week. And we will probably have a bushing machined to use the 3 prong switch in the 42RE. I think this is going to work out pretty good and it seems that the parts won't be that hard to find. I need to prove it but I think I can use a Jeep 4Wd case and bolt the 2Wd overdrive tail shaft to it according to this: An extension housing mounted (New Process built) overdrive unit was bolted to the rear of the case to provide a total of four forward speeds; the extension housing and its internals interchange with the 46-48RH/RE (A518/618) - when overhauling the overdrive unit transmission rebuilders usually would use replacement parts from the A518/618 overdrive section since the A500 internals are light duty e.g. number of friction discs and thick pressure plates. The overdrive housing (RWD/2WD) uses an output shaft yoke commonly shared with the A727 and its later derivatives except the A618/48RE.
I asked Randy if he would let take pictures of the changes etc. He said that he could do it if I wasn't around. I told him that I would like to have it built to hold up to 500HP. No clue what it is going to cost but he will give me a rough estimate before he starts on it. Fun stuff!
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Post by spud on Aug 6, 2021 8:18:45 GMT -8
Once you guys have it sorted, sell me one.
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Post by spud on Oct 30, 2021 17:48:00 GMT -8
Any news on the transmission project?
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Post by sc397 on Oct 31, 2021 9:44:19 GMT -8
No, I will wait until the dead of winter before I bug him.
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