4T80E/Turbo-S/C... TIME FOR A NEW THREAD? - Page 3 - GM Forum - Buick, Cadillac, Chev, Olds, GMC & Pontiac chat


Performance, Brainstorming & Tuning Talk about modifications, or anything else associated with performance enhancements. Have a new idea for performance/reliability? Post it here. No idea is stupid! (please use Detailing and Appearance for cosmetic ideas)

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Old 02-07-2006, 11:49 PM   #21
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Quote:
Originally Posted by Rogue
Quote:
Originally Posted by pontiacjeff
Quote:
Originally Posted by Hans
cool.

what other mods are in store for the motor? It seems you have the PCM taken care of...doing pulley/rockers/cam?
I will pulley the */c for 10psi, ported outlet, ported LIM, 2" custom I/C (more on that in another topic), T4/62-1 custom turbo kit, 50# injectors, stock cam, rockers, Cometic head gaskets, ARP rod bolts and main studs. I'll start another topic when I start the engine build later this month.
IMHO 60lb injectors would be better. The 50'* are notorious for not flowing what they are rated or flowing way differently then each other. At the very least get them flowmatched. The Siemens 60s are way better and we have even pushed them to about 80-90 on our Turbo Car.
Sorry, the 50# was a brain fart.I just put a set of 50# in a '96 LQ1 (3400 DOHC) turbo project... I plan to use a 65# in the Bonne.
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Old 06-20-2006, 02:16 AM   #22
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More pics comparing the -80 and the -65. Forget billet input shafts and hardened output shafts... who needs them when these parts are bigger, stronger, and stock!

Look at the ouput shaft!





and the input shaft!



more pics of the differential. I just finished building a limited slip for a customers 4T80. I plan one for this, too.







While I am machining gears tomorrow, I'll be fabricating a bracket/brace for the tailshaft housing. Also, the flywheel needs 4 holes instead of 3. And the gear selector lever needs to be relocated to clear the crossover pipe.

More pics as the work progresses.
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Old 06-20-2006, 05:37 AM   #23
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How much more horse power does it take to turn the -80 as opposed to the -65? That'* what I'm wondering.
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Old 06-20-2006, 09:20 AM   #24
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That would be my first question as well. Drivetrain loss may be more.
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Old 06-20-2006, 10:04 AM   #25
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I forgot...

The -65 weighs 195# with converter, the -80 weighs 245# with converter.

As for drive losses, I'm sure thee will be some... but the 3.71FDR will more than make up for any torque losses vs. the 2.97FDR of the -65. The forst thing I'll do is dyno it to see the difference. I have a good baseline to compare it to.
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Old 09-12-2006, 11:07 PM   #26
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Sorry the project stalled (no pun intended!). I need to get the car running again before Oct. 1 as my current driver (the "race car") is going down for a beefier clutch and transmission mods. I will likely have some more info the week of 9-25. The trans is mounted to the engine, flywheel drilled for the Caddy converter. The hard part is going to be mocking it up. I have ot have it in the car due to the front engine mount in the Bonne. It will be the only locating mount I have to work with (unless I decide to go W-body mounts and fab-up a front engine mount pad and rear trans pad, then I can use all GM mounts. I will have to build a tubular rad support so I can run upper dog bones... still mulling that over).
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Old 09-12-2006, 11:52 PM   #27
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Very interesting project, I'm looking forward to seeing how this all works out. Thanks for posting the details here, cool of you to share your project

Quote:
Originally Posted by pontiacjeff
As for drive losses, I'm sure thee will be some... but the 3.71FDR will more than make up for any torque losses vs. the 2.97FDR of the -65. The forst thing I'll do is dyno it to see the difference. I have a good baseline to compare it to.
Just wanted to point out a detail on the above. The Final Drive Ratio inherant in the 65 is 3.29, it'* the chain and gearset combination that determines the actual FDR. 3 sets are currently used offering 2.92, 3.29 and 3.69 ratios.

Cheers,
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Old 09-13-2006, 01:26 AM   #28
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Quote:

Just wanted to point out a detail on the above. The Final Drive Ratio inherant in the 65 is 3.29, it'* the chain and gearset combination that determines the actual FDR. 3 sets are currently used offering 2.92, 3.29 and 3.69 ratios.

Cheers,
Since you brought it up, there are 9 possible FDRs for the -65E based on 3 differential planetary gear sets and 3 chain drive sets. The most common used FDRs are 2.86 (3400 N- and W-), 3.05 (3800 W-, H-, C-, and E-) and 3.29 (3400 U-vans and Grand Am GT), all of which use the 35/35 chain gear set. The 2.93 is only used in the -HD behind the 3800 */C and is derived from using a 3.29. A 3.42 was used in the '97 Z-34 (3400DOHC) Monte Carlo. The only GM factory use of the 3.69 is in Buicks destined for China with the 2.5L 60deg V-6.
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Old 09-13-2006, 01:42 AM   #29
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Quote:
Originally Posted by pontiacjeff
Quote:

Just wanted to point out a detail on the above. The Final Drive Ratio inherant in the 65 is 3.29, it'* the chain and gearset combination that determines the actual FDR. 3 sets are currently used offering 2.92, 3.29 and 3.69 ratios.

Cheers,
Since you brought it up, there are 9 possible FDRs for the -65E based on 3 differential planetary gear sets and 3 chain drive sets. The most common used FDRs are 2.86 (3400 N- and W-), 3.05 (3800 W-, H-, C-, and E-) and 3.29 (3400 U-vans and Grand Am GT), all of which use the 35/35 chain gear set. The 2.93 is only used in the -HD behind the 3800 */C and is derived from using a 3.29. A 3.42 was used in the '97 Z-34 (3400DOHC) Monte Carlo. The only GM factory use of the 3.69 is in Buicks destined for China with the 2.5L 60deg V-6.
Good info, I wasn't aware of the others besides W and H bodies

Cheers,
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Old 09-13-2006, 02:47 AM   #30
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Quote:
Originally Posted by pontiacjeff
Sorry the project stalled (no pun intended!). I need to get the car running again before Oct. 1 as my current driver (the "race car") is going down for a beefier clutch and transmission mods. I will likely have some more info the week of 9-25......
thanks for the update Jeff, i will be staying tuned for the next installment. I cant wait to see how it turrns out....

thank heaven this 98 riv has such a large engine compartment, lol
that and the massive rear compartment of the 442...(the rear turbocharged 3800 would be the only one we'd use the 80e with, the front doesnt need it, but some hard launching with a fat *** 442 would def require the extra girth of the 80e!)

i wanted to ask you this (sorry i didnt include it in the email) what if any problems have you come acrost regarding the rear manifold and/or downpipe clearance with the larger planetary section of the 80e?
i'm asking since eric wants to get the pacesetter headers, and i'm curious as to whether i may need to fire up my torch, when the 65hd goes and we drop the 80e in...

also which converter are you using? the 4.0l aurora or 4.6 N*? is it a kevlar or carbon fiber TCC material unit?
i'm thinking an 01 or newer 80e with the carbon TCC would be best for the riv since eric doesnt mind the tcc lockup and we really have no desire to PWM it like they are supposed to vs the older kevlar clutch material. I have heard that you can install the carbon TCC converter in a kevlar vehicle but not the other way around due to the difference in the PWM of the TCC solenoid.

your thoughts?

Regards, James
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