What'* that all about? Cutlass 442?

A custom rear manifold will be required. I plan to build a tubular log anyway since I am turbocharging. Worse than that is the shift linkage. The shift shaft on the -80 is right where the 3800 crossover pipe starts to turn toward the back of the engine.

I haven't even thought of it yet. Whichever has the lower stall and stronger clutch. I hate the pwm converter lock-up. I'd rather just use a on-off switch or program the pcm to lock it up as such.
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.

check the second link in my sig for the full details of the project, but in the simplest terms... 425 ci (soon to be 462ci) - 4 wheel drive - 2 (twin) engines
ran 13.8 at 98 mph at 4330lbs race weight, consistent 1.90s 60' times, and thats with two NA engines....
when my 3800 Hybrid (SI tall deck block/SII heads) is done we're gonna need a strong trans to handle the load, the rear engine of 442 will see, when launching off the line, thats alot of weight!

nothing a little redneck engine-uity cant handle

i dont believe that the aurora was offered with the carbon fiber clutch material. but i dont think any 4.0 or 4.6 converter will be low stall with a low rpm Tq monster like the 3800, you may endup getting a carbon 4.6 converter cutting it and having the fins tweaked to end up with a lower stall speed...may i ask why your going to a lower stall speed?

I'm still confused! I'll check the link

who needs alot of converter when you have a 3.71FDR and the engine is twin-charged? (turbo-supercharged)

He took a 3.1L Cutlass Supreme and put a 3800 in the back of it. So it has the original 3.1 driving the front tires and a 3800 powering the rear.

Although with two engines combining the load, I don't really see the need for a really built tranny like he is talking about. Yes its a 4300 lb. car, but with two trannies to divide it by, thats only 2150 each....

Dude, are those ALL your cars? (sig) You are almost as much a freak as I am! LOL!

New sig below:

yes thats very true...however during a hard launch...weight get transfer'd to the rear
(i cant tell you how many 10s and faster cars i've seen yank the front tires)
yes this means that the front engine has less to contribute but it sure helps after the launch, since the rear engine/trans will see the most load, it makes sense to use a heavy duty tans for reliability reasons, the front trans isnt as crucial since it wouldnt experience more than half the cars weight, unless we went in reverse WOT

if the 442 tells you anything about myself, it'* that i'm an overkill kinda guy...

besides if we wanted to we could fit two 80e'* in the rear engine compartment
so one will hardly fill the ample space.

Eric'* Riv on the other hand has constraints...one of the reasons i'm so interested in Jeff'* project...that and the twincharged coolness

Regards, James

Is the picture in your sig of the Hurst/Olds twin-engine '68 Toronado? That car was bad-***! I remember reading about a '70 Eldorado that had two 500'*, one in the front and one in the back. It was an 850hp and 1100lbs.ft. monster!

I had a '77 Pontiac Astre (Vega) back in the early '90s that I swapped a Buick 4.1V-6 into. It ran low-14s on a basic stock rebuild with a mild cam and 2.93 gears. I always wanted to do a rear engine swap into that car. I envisioned a Pontiac 400 turned longitudinally b/t the rear wheels with a TH325 or TH325-4L. I planned to use the stock 78-84 Riv/Eldo/Seville mounts on a custom rear tube chassis.

Actually there are also 3.52 and 3.76 gear sets available as well as a 4.0FDR differential that would change all the ratios based on gear sizes.

I don't know where you got your info, but I have to respectfully disagree. According to three aftermarket transmission ID books and the latest version of ATSG GM Techtran manual, there are three FDRs available, 2.86, 3.05, and 3.29. There are also three chain drive gearsets made by GM for the 4T65E, 33/37 (1.12 underdrive), 35/35 (1:1) and 37/33 (.89 overdrive). That means a total of nine possible combinations for us to play with (listed by base FDR): 2.54, 2.86, and 3.20...2.71, 3.05, and 3.42...2.93, 3.29, and 3.69. Unless GM has come up with some custom parts for the drag racing program, that is all there is.

They are available via GM Racing and come in 800hp and 1200hp chain sets. They were not a stock production item, but they are available for our transaxles. INTENSE will be offering them for sale soon.