uh, will, what happened to that chop-top t-top? Or am i thinking of someone else...
Will decided to sell the Chop t-top project (to me) and get his formula chopped the Archie way. Look for updates on the chop t-top on a separate thread, (someday).
Meanwhile I'm focusing on finishing Archie's chop top #14 to be debuted in Daytona 2006.
Originally posted by Will-Martin: DAMN that is looking gooooooooooooooooooood. Keep postin pics if you like, it is just now sinking in that I am a soon to be choptop owner.
Yes! Finally! A car that looks like mine! I wanna see after pics from the same angles!!!
Well, I'm going to have to do a build-up thread on this one. It's getting a Chop Top, IMSA Fastback body with Whale Tail & Big Mouth. It's also getting a ZZ 383-425 & most likely big brakes.
With pics from any angle, it most likely won't look anything like it does right now.
Archie
[This message has been edited by Archie (edited 12-04-2005).]
I hate to keep switching subjects but we have a lot of projects going on at the same time.
For the last several days we've been working on getting the G6 6 speed & LS1 engine mounted up to the engine cradle & then fitting them into a Fiero.
Here's a few pics...........
PLEASE NOTE: This is just a trial fit, We DONOT have a complete kit for the installation of the G6 6 speed into the Fiero yet. HOWEVER, I'm very excited about just how well it fits in there. As I've said before, I intend to have a retro kit for fitting this transmission into any stick shift Fiero no matter what engine it has. I intend to have kits available by Spring. I don't have any pricing yet because I don't have all the parts done yet, but my guess is that it'll run from $3000 to $3400 including the transmission, Axles assemblies, shift brackets, transmission mounts, new clutch, shift cables etc. I intend to build 2 or 3 cars with this transmission & verify that everything works before making it available for sale.
As I said they are not available yet but anyone wanting to get into line to get in o the 1st batch can send in their deposit anytime.
For the last several days we've been working on getting the G6 6 speed & LS1 engine mounted up to the engine cradle & then fitting them into a Fiero.
As I said they are not available yet but anyone wanting to get into line to get in o the 1st batch can send in their deposit anytime. Archie
That's going to look nice in the back of the Predator...........I'll be one of your test mules. I 'll bring my deposit up Friday when I come up to meet Curly...........
Originally posted by Archie: ...I intend to have kits available by Spring....Axles assemblies, shift brackets, transmission mounts, new clutch, shift cables etc.
Archie
This is good news for us die hard stick shift guys
That's going to look nice in the back of the Predator...........I'll be one of your test mules. I 'll bring my deposit up Friday when I come up to meet Curly...........
I know Curley wants to brainstorm on new ideas for his car so come early & bring your thinking hat.
quote
Originally posted by Brian27:
Archie, that LS1 and 6-speed is my dream come true... Please keep us informed of your progress and keep up the excellent work!
PLEASE NOTE: This is just a trial fit, We DONOT have a complete kit for the installation of the G6 6 speed into the Fiero yet. HOWEVER, I'm very excited about just how well it fits in there. As I've said before, I intend to have a retro kit for fitting this transmission into any stick shift Fiero no matter what engine it has. I intend to have kits available by Spring. I don't have any pricing yet because I don't have all the parts done yet, but my guess is that it'll run from $3000 to $3400 including the transmission, Axles assemblies, shift brackets, transmission mounts, new clutch, shift cables etc. I intend to build 2 or 3 cars with this transmission & verify that everything works before making it available for sale.
As I said they are not available yet but anyone wanting to get into line to get in o the 1st batch can send in their deposit anytime.
Archie
I'm probably one of the cheapest Fiero owner out there, but that sounds like a deal to me.
i'd like to know how well that 6 speed would work with a beefed up northstar. any idea on HP/Torque ratings on that trans and the axles? also, will it have a jack shaft (with equal sized CV shafts) or will it use a long CV shaft on the one side?
Between the 6-speed here and the 5-speed Lloyd is working on with the Ecotech, we may end up with a few options for transmissions. Very cool! I'll be interested to see which one is strongest.
Archie, have you done anything with the LS4? Since it has the Fiero bolt pattern and shorter front accessories, I thought it might be an easier fit, but I didn't know if it was enough to really matter compared to the changes needed for an LS1.
------------------ "All anybody wants is a normal life and a cool car. Most people settle for the car." -Christopher Titus
What kind of specs does that trans have? ratios and what kind of power can it handle most importantly.
I'm more interested in the ratios. In the first thread talking about the G6 tranny I thought the consensus was that GM picked ratios to match this transmission to an underpowered V6. I worry about the typical sucky 2nd gear where you have to rev the heck out of it in first gear and even then you still are lugging in 2nd.
I'm more interested in the ratios. In the first thread talking about the G6 tranny I thought the consensus was that GM picked ratios to match this transmission to an underpowered V6. I worry about the typical sucky 2nd gear where you have to rev the heck out of it in first gear and even then you still are lugging in 2nd.
Sorry to report, but that's how it is. First gear is even shorter than the Isuzu, and second gear is the same (2.04), so you end up with even less RPM after the shift into 2nd gear..
[This message has been edited by Steven Snyder (edited 12-12-2005).]
I guess since this thread is on track right now for transmission ratios, I can put my .02 in. I support Archie in the G6 speed project, and I feel it is a need to have option as well. One advantage is it is M6 on the bolt pattern. However, if you are getting a hybrid engine install, it is not going to matter if you have a hybrid transmission install. V8's have been getting adapter plates long before Fieros had V8's going into them, whats it matter if it is a 6 speed or 5 speed.
While the F40 ( G6 6 speed ) and the F35 ( EcoTec 5 speed ) are at a disadvantage to the Fiero MT2 ( Fiero Isuzu ) and the Fiero MG2 ( Fiero GETRAG 282 ), the positive side for me in my selection of hybrid install of transmissions was the upgrade path.
The F35 from the EcoTec product line has the support from GM and other 3rd party vendors. Quaife and Torsen are both working on products for the F35. The F35 has the LSD option for a factory RPO code release already. Quaife is currently supplying this to GM Performance. RPO in the Cobalt SS is G85. Quaife just emailed me about 7 days ago that they now have 10 F35 transmissions to start the 6 speed upgrade for this transmission. If you notice I have the 6 speed upgrade option on my ratio webpage.
Whats bad about the 6 speed upgrade? Gear ratios are unknown at this time what they are going to do for the F35. The chart I have listed is for the F25. I asked Quaife if some better ratios would emerge for the F35, but they indicated that racing teams will be the driving force behind the ratio upgrades.
So what is the F25? It was the Saab transmission that the F35 was made from. The input and counter shafts are basically the same, but the F35 are beefed up.
I have learned recently that the F35 is also called the GETRAG 287. Here is the link > http://www.en.getrag.de/179/
I am still searching on more data on the G6.
I see the torque question alot, and I get asked it alot on the phone.
I will explain it the way someone told me. GM rates the transmissions on release based on whats attached to it at the time of release.
Lets take the F35 for example.
Maximum engine torque: 200 lb-ft ( 271 Nm ) Maximum gearbox torque: 258 lb-ft ( 350 Nm )
Now, GM puts a EcoTec 4 cylinder supercharged engine on the F35
HOWEVER, GM now decides to release upgrades for this engine.
Stage 1 HP and torque Stage 2 HP and torque Stage 3 HP and torque
Now, we have a 4 cylinder still on the same transmission but GM is going to release kits that hit 265HP and 272 ft lb torque. This is still covered under warranty with these added kits.
My point is, GM under rates products and releases based on a need to know. With the F25 coming from the European roots with what was described as a towing package with a GVW rating of 5000 pounds, this makes the F35 pretty strong since it is from the F25 packaging.
I hate the ratios just like anyone else that only wants to turn 6000 RPM on the high side, but the transmission was designed to run in the 7000 - 8000 RPM range, just as the EcoTec 4 cylinder can make these numbers easy.
Yeah, might work for a modded Ecotec or something. The 1st to 2nd rpm drop is still a killer for a motor like that. You need a motor with a very broad high RPM powerband to take advantage of it... a modded Northstar or something. The ratios on that Quaife 6 speed upgrade are practically useless for a street car. A 6 speed with 3750 RPM at 75 mph? *boggle* The gearing is way too close on the upper gears for anything except a drag car with a tiny powerband high RPM 4cyl..
Originally posted by Joe Carburetor: Any progress on this project?...... I am interested in doing the same
Sorry it's taken so long, but I just have way too many pots in the fire.
The reversed TPI setup that we are putting on my GT40 is almost done.
This is actually the 2nd car that we've used this method on. The 1st car had our proto-type TB extension on & used a modified Painless Wiring harness on it. This one has a TB extension milled out of a solid block of Aluminium With a Holley Commander 950 PRO engine management system on it.
I'll be posting up a bunch of pics tomorrow, but here's a few details for now...........
They way we did it is to use a MSD 8610 crank trigger & a MSD 8489 "Crab" style distributor.
To make it a little easier to work on we just popped the engine out of the car for a while. With the GT40 the rear clip just lifts off the tilting hinges giving you easy access to everything. Working on a GT40 in this position makes you think that it's 1967 & the boss is named Shelby.
Here's a couple views of the crank trigger.........
Does the crank trigger "plate" just bolt onto your existing pulley? Also, any estimate on what kind of cost to purchase (with core/exchange) a reversed intake (not including the crank trigger & distributor).
Also - for point of reference... Summit Racing is currently showing the parts as follows:
MSD-8489 Distributor - with "$13 instant rebate" @ $183.88 MSD-8610 Crank Trigger - with "$19 instant rebate" @ $240.88 Total so far........................................................... $424.76
Does the crank trigger "plate" just bolt onto your existing pulley? Also, any estimate on what kind of cost to purchase (with core/exchange) a reversed intake (not including the crank trigger & distributor).
Also - for point of reference... Summit Racing is currently showing the parts as follows:
MSD-8489 Distributor - with "$13 instant rebate" @ $183.88 MSD-8610 Crank Trigger - with "$19 instant rebate" @ $240.88 Total so far........................................................... $424.76
I don't mean to interrupt your question to Archie...... but I think the upper plenum is reverseable by simply unbolting it, do a 180, and bolt it back on.
I don't mean to interrupt your question to Archie...... but I think the upper plenum is reverseable by simply unbolting it, do a 180, and bolt it back on.
I still haven't disassembled mine... but I was under the assumption that the intake was not symmetrical. If it is, that's excellent! (Archie, or someone -please confirm this)
Also, anything else (sensors or whatever) that you might run into in the process?
If I remember correctly, the ends of the intake don't match. One end needs to have some aluminum added and machined otherwise there would be a gap between the block and the intake.
If I remember correctly, the ends of the intake don't match. One end needs to have some aluminum added and machined otherwise there would be a gap between the block and the intake.
Mark
That is only a problem when reversing the one piece LT1 intake. On the TPI, only the upper plenum gets reversed.
