You and are discussing this, are you saying, as I suspect, it needs the Giken and the the torq will be fine. Because thats what I think as well, as I told you in the text.
Any luck on that front ?
I'm at Nicks, next 2 days is your car. Brakes are done, killer stuff....Then my gearbox and a timing belt for a customer.
I'll call you in the next day or two.
I don't think that torque level is a problem. As you said the stock R&P is no where near as strong as an OSG.
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Not to sound arrogant, but I find that the triple plate easy to drive on the street and track. But we all drive differently.
I like the no BS hook up. On slicks its what you want. Breaking gearboxes because of it now.
Evan at EXEDY is building me a different custom clutch right now thats going in once Nick and I rebuild the box this week. Its going to be a twin plate CF set up that will not transfer as much shock to the ring and pinion as does the puck disc's but will hold the torq. So I'm looking forward to seeing how this tests out next month at WHP West. But the fact remains, HP means nothing without torq. Torq is what makes something fast quickly. Thats racing.
Its been awhile since you and I have been on track together, looking forward to seeing you out there soon to see how much you've improved.
Are you going to Spring Mountain or Big Willow with NASA-AZ & NASA-SoCal crossovers ?
I will be at both instructing and running in TT.
And not to take away anything Shad is doing, because I like Shad, just as I do Cody and anyone else hard headed enough to campaign a NSX. I do this 12+ times a year, 48+ sessions a year. Test radiators, motors, Turbo, SC's, clutches, my patience, my wife understanding and just about everyone of my friends that work so hard to keep my NSX on track. When someone else does it as much as we do, I'm all ears. It takes a lot to put a NSX through the abuse I do on a regular basis, lots of trail and error to be fast....LOL...Ask Ken...
I learned about venting axles from Fes. FXMD was breaking axles long before I was. Then I started breaking them. Fes from FXMD taught me how to build them so not to break them. Have never broken one since.
I posted a tread awhile back on venting axles. It shows what is done.
Good to see you still out there.
Hope to be out there with you again soon David.
Never had an issue with Heal-toe in any of my other NSX untill I went with the 6-puc clutch, once that thing heats up it is nothing more than an on/off switch. Zero slip. I should have done the full face clutch but in the street tune I was pushing the limits of the full face SOS sport clutch. Mainly because I can now, with the added tq, I am learning to drive quicker in a higher gear and avoid the downshift, I learned I can carry more speed as I would over brake for the downshift out of fear of not getting the rev match correct. I have found more time and it is easier on the equipment to let the car pull from 4k rpm than drop the gear and have to shift again. I also have more time to focus on the line and not worry about the extra shift.
Interesting on the flip the carrier, I talked to Shad a year or two ago and he seems to think that the bearing and carrier should not be changed once the shaft had been used as the bearing/plate/cup assembly will wear to eachother, He at the time thought it was important not to change their orientation when rebuilding them. I also do not have mine vented. I will have to look into the vents.
Dave
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Regan,
That should be done regardless on several of the internal pieces. R & P would be a waste of time and money. It transfers all the power to the ground through the axles & Tires, WPC will not improve the inertial force impact that the oem R & P takes as to brute stress. Not enough to matter anyway.