Quote:
Originally Posted by Chris Wilson
Can you tell bullshit when you find it? 1000 lbs ft torque is enough to tear up the CWP, the propshaft and the gearbox in a MKIV Supra. The reason the similar internals in the box box of the MKIV Supra twin turbo survive better is the car is very traction limited. The torque in actual driving can't build very high, the rear tyres just lose traction. In a 4WD GTR, with more weight, and a LOT better traction, the torque will build, and overstress the internals even more. The transmission is good, but does anyone HONESTLY believe Getrag over engineered the thing to take 1000 ft lbs of torque? It's madness to even consider this as realistic. It's a strong box, but nothing special, the gear centreline spacing and tooth width alone is enough for anyone with transmission knowledge to see that it will have fairly modest limitations over its design torque / rpm curve. It's got helical teeth, which will give immense end thrusts at 1000 ft lbs, Jeez, I can't be bothered continuing, the stuff the Yanks on the US Supraforums site come up with is just an insult to the intelligence of anyone who does the maths...  |
Yeah, those damn fools coming up with dyno charts.
Guys on that site have been 8's at over 170 MPH, and going 1.30 second 60-foot times on drag slicks. Don't think you're getting much better traction than that just because of the AWD.
I guess what damien is saying is starting to make a lightbulb go off in my head. Supercharged cars will tear the snout off the crankshaft pulling ~150 HP worth of power off the end to drive a supercharger. I'm sure that chain puts similar loads on the internals of the gearbox to drive the front wheels in a GTR, causes some case flex, and pop go the internals. I wish there were some cheaper way to do it, but by the time you have something like a billet case made you're at the cost of a sequential box that isn't going to fail.