For you Mechanics with techno-abilities...

[Bleeding Edge]

Sorry mMax. No opinions here.

http://www.hypertech-inc.com/module.gif

The two names that keep popping up are Hypertech http://www.hypertech-inc.com/ and Superchip http://www.superchips.com/usaindex.htm . They both have chips for the F-Types.

Vortech www.vortecheng.com (http://www.vortecheng.com) is said to supply the Hypertech chip with there kits. Popular among the Cobra fans.

[a Bill]

They have a chip for a diesel? Are you sure? The only thing the computer in a diesel normally controls would be anti lock brakes, cruise control and a few other creature comfort items as well as the transmission shifts if it's an automatic.

Normally when upping the performance of a diesel, you improve inlet air flow and exhaust flow. Then you could head out for a super charger.

"Oops, goofed that up" My mistake on the injector timing error. Thanks Scott.

@@@@@@@@@@@@@

Oh I see, they're playing with the waste gate and the tranny shifts. Study the waste gate design and you can up the boost without wasting the money on the chip. The chip is an easy way out if you are not mechanically inclined but it isn't the best way or the cheapest.

When we up the performance on the Mustang Cobras and "junk" like that, we either reset everything using factory calibration equipment (not an option for you) or we have a custom chip burned for that particular car. One chip does NOT fit all. In fact, the standard chips available off the shelf aren't worth a hoot in real world performance although they do feel better via "seat of the pants".

If the chip you want is in your price range and doing the mods is beyond your limits, ask the company if it can be returned if you are unhappy with it. 99% of automotive electronics are yours regardless of whether it works or not so check the warranty first.

If they stand behind it with a liberal return policy, then go ahead and try it, you might like it. I just know that for the cars I play with, we have to have custom chips burned because the standard off the shelf chips aren't worth a hoot for me.

All the above is the heavily biased opinion of an egotistical beanhead http://www.sysopt.com/forum/smile.gif


[This message has been edited by a Bill (edited 07-09-99).]

[Scott Evans]

Injector timing is *very* critical in a diesel.

A batch fired diesel wouldn't run, injectors must be sequential and timed properly.

Don't know about Ford/International, but Dodge/Cummins has an easily modified mechanical wastegate control.

Have run into a few 'chipped' gasoline Dodge trucks, they run like doggie poopie and the owners get indignant over our refusal to correct this when the cause is from a non-warrantable controller programming change. Go figure. Just because Magazine X says it is great merely means Company Y paid Magazine X big advertizing $. Magazines exist to sell ad space, and are not generally a good source of unbiased truthful info, whether about cars, or computers.

Beware of hype, go talk to several diesel truck performance specialists.

[MadMax]

Beware the hype is exactly what the point of my question is. Thanks for the replies. I like the opinions of people that actually use electronic parts. Or any perf parts, really. I DON'T trust any electronic companies. Marketing hype is always 90%b*llsh*t, even with the "good" companies.

See, ya http://www.sysopt.com/forum/wink.gif

BTW~ALL new high-perf diesels are chipped. You can't even buy a mechanical road motor from CAT anymore. Wastegate, fuel timing, fuel volume, air/fuel mix and , with automatic trans, shift points, are kept at optimal levels for a given perf baseline. Usually the typical mileage/power compromise. Because of this, modern industrial diesels are MUCH more efficient than motors built even five years ago. The cpu can also be utilized to save performance history data for a given data peak or time frame. Helps a truck owner keep track of how his equipment is being driven.

The "deluxe" electronic suites can even track temp at critical points in the motor during operation via therm sensors(main, piston, cam bearings. Water pump, timing gears, etc). This lets the mech know where a motor is developing potential part failures.

Oh yes, the PowerStroke has a cpu!

I know a few things about automotive but I don't have time to reverse engineer an engine computer code or an electronic waste gate. I'm just looking for an easy cheat to get some more JUICE. http://www.sysopt.com/forum/wink.gif

[This message has been edited by MadMax (edited 07-08-99).]

[This message has been edited by MadMax (edited 07-08-99).]

[BBA]

abill.... A PowerStroke diesel is electronic fuel injected! It has 120V danger stickers on the sides of the injector housing. It is all electronically controlled!


Ya know, my buddy with a 96 F350 dually, loved the way it ran, took it to Ford for smoking problems, they replaced some oil seals and reprogrammed the computer (he didn't like that part). It ran like dog slow afterward, but got better mileage.

He wasn't happy at all!

He bought a $400 chip, I cant remember the name but I'll find out tomorrow. He loves that thing to death now, and it really does fly now!

He's out-ran 5 speed Neon's and even v-6 camaros and Mustangs with it, if that says anything about a diesel's performance to you... it moves.

If you don't mind the lower mileage, you'll love that chip.

BBA



[This message has been edited by BBA (edited 07-08-99).]

[MadMax]

BBA~I don't care about mileage at all! I wan't absolute max from the motor without getting radical with mods. Chip/exhaust mods, fuel pump maybe. You know, bolt-ons. Please supply the chip manu, I'd appreciate it.

[Ed_S]

Max - I work at Ford dealer in wholesale parts. Email me your VIN and calibration code, I'll see what can be had. Can't promise anything, Ford's not real cooperative about modifications.

Cal code is on decal on door post, separate decal, NOT on the VIN tag. Wouldn't hurt to get ID# from processor assy, but usually not vital unless cal code is missing.

We're not a Motorsport distributor, but I know where to get the info. Also have contact at Midwest 4x4 (the guys that built Bigfoot), them boys know horsepower! If it's high performance truck, they'll know about it.

[MadMax]

I'm looking at replacement of my onboard cpu chip in a Ford F-350 PowerStroke. Do any of you guys have any opinions about what's available. I've read a bunch of ad's but nothing unbiased or without some kind of marketing edge to it.

[MadMax]

TKS, ED_S. I'll fire that info to you this eve when I get home.

I haven't had much luck talking to dealers or perf shops about this issue here in Oak Ridge, TN. Even though this area is home to the Oak Ridge National Labratory http://www.ornl.gov/ and high technology companies like mine http://www.remotec-andros.com/ , the HI-PO guys around here don't seem to know anything about o/b computers. They all seem to hate everything electronic. I don't understand it at all. http://www.sysopt.com/forum/frown.gif

[a Bill]

I don't understand why the gearheads wouldn't use computers in their cars. I stopped using carburetors in 1990 when the Holley Projection unit came out. I ended up getting rid of that when SEFI became available, I like the closed loop control. Of course, after I bought the SEFI, Holley released a closed loop option for the Projection http://www.sysopt.com/forum/smile.gif

My daily driver is an '83 Regal with a modfied ZZ3 engine. It scoots pretty good, nothing to brag about but it's no slouch. It was rated at 345 HP before I, uh, tweaked it a bit (new heads, SEFI etc) and manages 18 mpg if I drive like a human. It makes enough power to have handgrenaded a TCI Street Fighter trans and a Ford 9" 31 spline Trac Loc so far. It goes through the 1/4 in excess of 100 mph on radials.

Computer controlled engines are the way to go. I have about two dozen carbs laying around that'll never see light of day again on any of my own cars. We have even been using SEFI on the race cars with some modicum of success (9.90).

Thanks Scott and BBA for pointing out my error. I have no idea what I was thinking to write that. Injector timing is critical to diesels.

[a Bill]

MadMax, did you look into intercoolers yet? They aren't too cheap but they add power and increase mileage for the life of the vehicle and require virtually no maintenance. Just clean out the bugs every now and then http://www.sysopt.com/forum/smile.gif

I'm not a big fan of generic chips but if they stand behind the chip, give it a try, it can't hurt. I seem to recall Ford selling a product that altered the computer a bit so I doubt it would void the warranty.

[MadMax]

Already got one stock, my friend.

http://www.fordvehicles.com/superduty/power4.html

[BBA]

SuperCHIP, from Ford Performance. You need the code on the computer you have.

The website he found is:

www.performanceford.com/pf/powdeis.html (http://www.performanceford.com/pf/powdeis.html)

He said if you use his name as a reference he can get a referral prize!

He's a professional transmission mechanic. If you wan't to talk to him (Ron) E-mail me and I will get his number to you.

BBA

[This message has been edited by BBA (edited 07-09-99).]

[Scott Evans]

I also gave up on carbs years ago.
Would you believe 525 HP (450 on pump gas) out of 2.0L (122 cu. in.) with NO loss of driveability? (other than scaring the ***** out of yourself on occasion)

Gotta love turbochargers, 69 lb/hr injectors and general tweakage.

BTW the engine has a stock bottom end and went 146K before I screwed up and detonated enough to damage a piston ring land.


The new Cummins 24 valve is still mechanical wastegate.

Actually diesels use intercoolers more for emissions than power output, and diesel catalysts are required (federal) for 98(?) below 8500 GVW.

[MrEd]

Here's a suggestion for near instant hp increase: K&N Charger Kit (not just the filter, but the entire kit. Alot more expensive, but still much cheaper than a computer chip) also, if you have two catalysts, make it a duel exhaust if it's not already that way, and a bigger exhaust, something like 3.5" or 4". Check K&N's website to see if they make a charger kit for you make and model of truck. You should be able to order them at any parts dealer if you know the part number. With this stuff, you're looking at around 12-16 more hp than what you got, not to mention better gas mileage.

K&N's website url:
http://www.knfilters.com

Good Luck http://www.sysopt.com/forum/smile.gif
-MrEd

[MadMax]

TKS for the reply MrED but..The FilterCharger system won't do my PowerStroke diesel any good. The intake is already wide open. Stock exhaust for my motor is 4in dual. Diesel motors don't require catalytic converters.

Those are all GREAT suggestions for gas burners but hi-po diesels are a whole other ball game. http://www.sysopt.com/forum/wink.gif

a bill~I'm with you all the way about electronic motors. A good friend of mine just bought a new Harley Road King. He actually went out of his way to ORDER the carbureted version for more money. I couldn't believe it.
I was thrilled when carburetors became obsolete. Electronic Fuel Injection is the ONLY way to go. I guess electronic motors are just unpopular with people from this area.

I don't mind if you brag about a small block that blew up a 9in rear-end. That's plenty-O'-power in a street rod.

What a great thread this turned into. http://www.sysopt.com/forum/smile.gif http://www.sysopt.com/forum/smile.gif
I guess I'm not the only computer geek/hotrodder in the world!



[This message has been edited by MadMax (edited 07-09-99).]

[Bazango]

I apologize for adding my two bits when I live in California and don't even own a car, BUT...

I hear a lot of talk about fuel management, but scanning briefly, hear nothing here about ignition. Is this a moot point? The last time I drove a car I was a simple Honda driving commuter geek. Still I like to get all the performance I can get and the easiest way to do that was with computer managed ignition. For me it was an Allison optical ignition bolt on; this was many years ago. The last I heard Jacobs had something out and maybe Holley and a few other name brands too. Is ignition an integral part of the computer management you are talking about?

OK, I'll go away now.

[BBA]

Your right Bazango, and no one in his right mind uses points anymore! Even on my Corvette, I use a MSD 7AL with my Holley Projection4.

The thing is, most people don't see a need in talkin about ignition because once your beyond a simple points distributer, there is really no gain from ignition except in timing curve changes, and thats a matter of adjustment or computer control...But a Diesel doesn't use ignition!

BBA

[Bazango]

Me again.

One of the magical things I've heard about computer managed ignition is temperature control based on data collected through the ignition system. If I follow the discussion correctly, some kind of computer upgrade is being sought for a diesel. Is glow plug temperature managed by the same computer? It seems to me that the lack of ignition timing in diesels does not exclude bolt on ignition systems upgrades.

I guess my question boils down to "Are computer managed fuel control and computer managed ignition control seperate systems?"

[BBA]

Depends...

I think the PowerStroke still uses Glow plugs, the new Dodge doesn't even have them at all! (It just heats the air with an element in the intake).

Most car systems use temperature as a sensor input to determine what mode the engine runs in, such as closed/open loop, enriched or normal. It mimics a choke system with fuel ratio and timing changes.

BBA

[a Bill]

My ignition is fully computer controlled and manipulated via a hand held interface. Because of this, I had to dump my MSD equipment. My computer does it all now.

Ignition is very important to gasoline engines, but as BBA pointed out, diesels don't use timed ignition. They rely on mechanical compression to combust the mixture as well as a "hot spot" in the combustion chamber (normally referred to as a glow plug).

Hey BBA, toss the ancient Projection and try SEFI http://www.sysopt.com/forum/smile.gif Get with the '90s http://www.sysopt.com/forum/biggrin.gif J/K (I still have my Projection4 unit around here somewhere)

Would you believe 525 HP (450 on pump gas) out of 2.0L (122 cu. in.) with NO loss of driveability?

Good googa mooga! That's cranking out the power! And no loss in drivability? Incredible http://www.sysopt.com/forum/smile.gif

The last turbo engine I *might* have assisted with was a 454 in a boat. Twin turbos and a water to air intercooler using river water for cooling. I can't say much about it since it's still being campaigned, but it scoots http://www.sysopt.com/forum/biggrin.gif

You sure got your moneys worth out of that four banger http://www.sysopt.com/forum/smile.gif

[This message has been edited by a Bill (edited 07-10-99).]

[Bazango]

Thanks.

What I heard was that in timed systems actual combustion chamber temperature was measured along with fuel air ratios and using this, igniture temperature was calculated and applied. This was on a Jacobs ignition flier, if I recall correctly. It seems to me a similar principle could be applied to a glow plug.

[BBA]

Bazango, I haven't seen any factory cars with cylinder temp monitor's. We used exhaust temp monitors on tuning race engines while on a dyno, but not in the car (some people do have sensors connected all the time in their race cars, we don't)

aBill

What SEFI system are you running?

I'm really thinking about the Edelbrock sys that has the modified Victor with injectors in it. Know anything about it? Will it suffice for 525Hp? Thats about what I get from the 'Slayer. That's why I used the Pro-Jection 4.

Your right about the Pro-4, nothin but headaches since I bought it. It is only the actual SECOND ONE EVER MADE and the first time I lit it off, feul spray came out of the throttle body housing, it was too pourous! Then the controller quit 6 mo's, down the road. I had to send it to MSD for repair (that was when MSD was making the controllers for Holley) they put a new upgrade chip in it(I think it was a quality issue). About a year later, the controller had a burned circuit trace that provided power to the injector transistors, left me stranded. I walked to a radio shack and bought a gas powered soldering iron and fixed it on the side of the road!

To top all that, it's too finicky, I had to lengthen the throttle lever bracket fulcrum to get more pedel travel because it was to hard to control the throttle, if you just changed the pressure on the throttle (not really even opening it) the car would **** near run into whatever was in front of you! (900CFM with all 4 barrels opening together is a bad idea!)

BBA



[This message has been edited by BBA (edited 07-11-99).]

[a Bill]

The Projection unit I have is the same you have, 900 cfm with the MSD electronics. I bought it back in 1990 and bolted it to a GM ZZZ engine that *might* have had a bit of port work done to the heads http://www.sysopt.com/forum/smile.gif and you can ignore the roller rockers etc., can't you?

I thought it was great, that rumpy roller cam smoothed out to a nicer idle than I thought possible. I only got to use it for a little while though. Some woman didn't think stop signs applied to her. She lived http://www.sysopt.com/forum/smile.gif Neither car survived though http://www.sysopt.com/forum/frown.gif

When I finally got around to rebuilding the bomb I had already sold the ZZZ and bought a ZZ3, yanked the heads and stuck on some, uh, tweaked Edelbrock EFI heads and bolted on the Edelbrock SEFI as you guessed http://www.sysopt.com/forum/smile.gif El kicko el butto.

The Holley set up had all four bores opening simultaneously (which at first scared me, "Oh no, look at all that gas flowing" http://www.sysopt.com/forum/smile.gif) The Edelbrock air valve is staged just like a carb so you only open up the "secondaries" after a certain percentage of the primaries are opened. Much easier on the mind even though it doesn't really matter that much. Oh, and it's 1000 cfm, if you were curious.

As you mentioned, it is a Victor Jr intake with 8 #28 injectors. In stock form it's only good for about 450-475 hp though. You'd have to switch to #30-#32 injectors and play with the calibration a bit more to get the bigger numbers out of it.

The unit is solid and works well. I have over 40K miles on it now and the only trouble I have is the inlet air temp sensor doesn't like heat soak. So whenever starting the car hot, it runs lean for a moment. That bugs me but I've been too lazy lately to relocate the IAS further upstream in the inlet tract so I live with it.

If your car made 50 hp less, I'd just tell you to buy it and go, but in your case, you're best off calling Edelbrock and talking to one of the engineers. There is no doubt in my mind that the unit will work for you, it's just I'm not sure if you'll want to do the mods needed to make it work at its best.

The handheld interface really is easy to use and you just do the mods on the fly with the option to save or delete the mods on the fly as well.

I am very pleased with the unit, but I realize that it is not for everyone. Feel free to ask any questions about the unit, I don't mind. My e-mail address in the heading is correct. Cars are my vice. Others smoke, drink, cuss etc. I play with cars.

[BBA]

It might be ok then, I kinda wanted to get one every since I first saw one in a magazine in '95. Right now I have the car in pieces, the bare block is on the floor and the 700-R4 I built is ready sitting next to it!

Maybe a little fuel press could bring it up to the 500HP level?

no?...

Hmmmmmmmmm..............................

BBA

[dkozloski]

It is my understanding that the Diesel engine is compression ignition. Glow plugs, intake heaters, and the like are starting aids only and are inop once the engine is running; in the old days we could spray starting ether in the intake for the same purpose. Power output is determined by volume and timing of the fuel injection event. This used to be done mechanically but is now either semi-electronic or fully electronic.
My Mazda RX-7 Turbo has dual ignition that adjusts the timing electronically at both the leading and trailing plugs by the same engine management unit that controls the fuel injection. The blower wastegate originally controlled the dual exhaust nozzle arrangement electronically and boost pressure mechanically but I changed the boost control to a Greddy Electronic control with An RB fuel-cut defensor and a Bonez exhaust and cat and HKN cat-back. Now the 1300cc (78ci) rotary puts out 272 H.P. and just passed all emissions tests. Quarter mile is in the low 13's with street tires.

[b1er]

How about a 4L80E. It's a turbo 400 with overdrive. Plus it's electronicly controled. I read a HOT ROD article about one that was swaped into a Buick GN with a Motec controler setup. They said the 4L80-E was set up to be docile enough to drive grandma to church in but when the loud pedal was mashed you better have your head on the headrest. Plus I'm fairly certain you won't have to worry about breakage every 6-9 months.

It was just a thought.
B1er

PS: They only lost about 1 MPH due to the increased weight. ET stayed the same.

[BBA]

Had already considered it until I looked at one!!!

Way to big to fit in the vette!

Way too HEAVY!


Plus, the gear ratios don't do it justice either.

If a 2004R can put a GN in 8 second quarters, it shoulf do my 11 second vette just fine!

BBA

[a Bill]

The 4L80E is a nice transmission but like BBA said, it's heavy. Plus (this is the biggy) that thing costs serious money http://www.sysopt.com/forum/smile.gif It's computer controlled and needs a seperate computer to be used in another automobile (other than the one it was designed for). Basically, it's an electronically controlled TH400 with an overdrive.

I had considered it myself due to previous transmission failures. I couldn't justify the expense though.

BBA, you better look closely at those 200's in the GNs, they are seriously tweaked. Billy Anderson used one in his GN (twin turbo V6, 8.60@159mph, 1.25 sec 60') I'll have to get in touch with him to see if he's still using them, they are weak with a capital W.

[a Bill]

BBA, I'm running 45 psi fuel pressure at idle now, more won't do anything, it's the injector size that counts http://www.sysopt.com/forum/smile.gif I've seen a couple of cars that put out serious HP using the Edelbrock SEFI but they tweaked the existing components a bit to do so. Dyno time would pay off for "one off" type engines.

Every 700-R4 I tried on other cars I built handgrenaded too quickly. Hopefully the weakness problem has been handled by now but I'm still going to stick with the TH350 on street cars and whatever the owner wants on track cars (since it'll be his problem http://www.sysopt.com/forum/smile.gif) The TH350 is what I use on my beat up old Buick. The one from TCI blew up without even being under load http://www.sysopt.com/forum/frown.gif but the B&M tranny has held up OK so far. Of course, I have no traction for the first hundred feet so I baby it off the line. A 2.4 sec 60' time is all the better I can get with stock radials (yes, it's embarrassing). Maybe one day I'll actually use a set of stickies on it.

Even though adjusting the computer is very easy, I need a lot of road or a lot of track time to do it. Lately, I just haven't had the urge to rent the track for a day and the state police get a little upset when you do full throttle and part throttle blasts on public roads.

dkozloski, You're understanding of diesels is correct http://www.sysopt.com/forum/smile.gif The Mazda sounds like it's running quite well.

[BBA]

I build my 700's myself, I usually kill one every year or so. I have a crossmember adapter I made and a long shaft TH350 that I sub in for the 700 when it breaks. I break the 350 after about a year too.

I only use the late model 700 stuff, its good for about 500Ft Lb's and 500HP, but it can be killed very quickly if the shift is too hard (IE: bang shift instead of smooth shift, although both rip the tires loose).

Hell, it chirps the tires from 2-3 at 65MPH.

I think I'm gonna put a 2004R in it this time cause the gear ratios are closer to the 350's, seems to like the power band better that way.

BBA

[b1er]

The folks at Hot Rod were talking that the guy with the GN was changing trannys every 2nd!!!! pass, thats why he went with the 4L80. If it we me with the GN and the wallet to match, I'd have to go with a Lenco or Jerico, a little pricey depending on where you shop but, you wont break it with anything drivable on the street.

B1er

[b1er]

Oh yeah, if you get one from a diesel truck or van it will have a dedicated PCM for the tranny alone.At least from 91 to 96,that's the newest I have seen with it.

B1er

[EJ]

You guys that are using/planning on using SEFI should look into the Fel-Pro/Speed Pro SEFI8LO engine management system. It is far superior to the Edelbrock and Holley setups. It is on the expensive side, but if optimum control is desired, its the only way to go. With this setup you have control over the entire fuel map, timing curve, cranking timing curve, knock retard(if desired),VE, nitrous control....the list goes on and on. This system uses a wide-band O2 to tune with, so once you get the hang of the software, you can realistically have the care "tuned-in" within a few passes. Another good setup, but not nearly as in-depth as the FP setup, is the Accel DFI. BTW both of these setups require a laptop to tune with.
a Bill, increasing fuel pressure will get more fuel into the cylinder unless for some reason the computer is shortening up the pulsewidth of the injector(which generally is not the case). Unless the injector is going 100% duty cycle, increasing fuel pressure is a viable option.
BBA, your statements about the 700's are correct. They can live at those power levels if built properly, and treated/maintained properly. The 200's can also be built to handle these power levels, but in my opinion, arent as reliable as the 700's. The important thing to remember when building a 200, is to start with a good core. The best choice would obviously be one out of a GN/T-Type which are marked with a tag code BRF. Even though these tranny's are pretty strong, the GN/T guys have found their limitations. A lot of the faster guys have gone on to trans-braked turbo 400's. It all just really comes down to how often you race and at what power level. If overdrive is an absolute must, and a 4L80-E is out of the question because of size, then a aftermarket overdrive from Gear Vendors is another option. They can be bolted behind just about any tranny. Unfortunately, they too are a bit on the expensive side.
Sorry for the long post, just thought I'd share some of my experiences.

[MadMax]

I've been busy the last few days but I've got to say WOW!! I never thought an automotive post would get this kind of response here. This just confirms my already high opinion of this board.

To All~I'm probably going to go with the SuperChips Flip-Chip dual program eprom. It's got factory specs in one position and whatever custom specs you want in the other position. 30 day money back. If I don't like it, live and learn.

About the transmission issue....

I've never liked automatics(at all)in a serious power application. I've got the ole 5 speed in my truck, jeep and T-bird. Reliability goes in the can unless, like you guys have already mentioned, you shell out the big bucks. Lenco is a little too rich for my wallet (Dad runs one in his '57 pro-street: Keith Black 454,Dominators,NOS fogger,assorted other goodies). I only have two words for my tranny preference: BORG/WARNER. http://www.sysopt.com/forum/wink.gif

Alas, I'm without a serious hotrod at the moment, although the 'Bird sports a 302 HO (can you say RARE?lol). That will change soon. I hope to buy my old 442 back from my uncle but if that doesn't work out, maybe something fairly new.

No better rush than a 4th gear scratch!

[This message has been edited by MadMax (edited 07-13-99).]

[BBA]

I guess I'll just stay with my 700 then.

Hey MadMax, why a dually if you don't have a car trailer to pull a race car with? I think you need to fix that!

a Bill, just what exactly do you have for adjustments with the Edelbrock?

Can I make a custom advance curve? My motor likes 19 degrees at 1500 and 36 at 3500, but I want to have a low 8 degrees at idle of 800 or so. What kinds of fuel adjustments are avail?

BTW anyone know a way to get a more reasonable first and second gear ratio set for a 700R4? 3.05 is just too low! That would be the fix I think.

BBA