Well i've collected it!

[brummiewedge]

Red 98 Cerbera is now in my possesion, is at Dyno torque workshop in B'ham and the engine will be coming out tommorow, ordered some flowed heads and a cam for the 6.3 Ls motor, just what gearbox to go for, std shape box would be nice/easier does anyone know who and how much beefing the std box to take 500lbs?

[RichardD]

brummiewedge said:

Red 98 Cerbera is now in my possesion, is at Dyno torque workshop in B'ham and the engine will be coming out tommorow, ordered some flowed heads and a cam for the 6.3 Ls motor, just what gearbox to go for, std shape box would be nice/easier does anyone know who and how much beefing the std box to take 500lbs?

What's the original engine in the Cerb?

With 500lb/ft would advise the TKO600, its beefy and has great ratios - as a straightforward option.

If you let me know your original engine and then an estimate of max bhp / revs I can compare the cars (using www.cartestsoftware.com/cartest2000/index.html ).

[brummiewedge]

Original engine is the 4.2.

[RichardD]

brummiewedge said:

Original engine is the 4.2.

I've got that with a 3.73 diff (assuming correct info).

Assuming a 6500 redline (may be high for a "stroker" engine?) that would give 97 in 3rd and a top speed of 164mph (hitting the redline rather than being its true potential).

[Ffirg 005]

I think that'll be a 3.45 diff ratio.

[brummiewedge]

Engine bay now empty of engine, box, rad, water aircon pipes etc, Chassis not bad at all just a bit crusty around the ex manifold area but solid, can you buy the heat proof stuff that surrounds the tunnel still?

[Ricardo Bertone]

Try Agriemech for all sorts of heatshield material.

Ricardo

[SC500]

This transmission is worth consideration for the loads you mention. I looked for a strong box capable of taking 500 ft/lbs +, my review including the Tremec T56, but I was advised there had been an earleir problem with 1st gear, this has been rectified but now 3rd gear is the weak link, also the package requirement is restricted and has a weight penalty of about 35 Kg over the T5. In the end I went for a modified T5 by Competition Transmissions, the box having a choice of standard or close ratios It is rated at around 800 ft/lbs of torque and driven by a triple plate clutch by Super Clutch of similar rating.
The modified T5 designed by CT uses semi helical gears, the gear train being produced by Quaife to their specification. The box is extensively modified and is well proven, but we haven’t driven ours yet!

[brummiewedge]

I still look at the size of the box and cant believe it can take the torque, i will have around 66% more than std (500+ lbs), you look at the TKO/t56 next to it and it looks soo puny!

[jellison]

The whole bellhousing issue and upgrading the T5 make the t5 option just a bit pointless. Fine if money no object and you want light weight with all the uprated stuff.

TKO is easy and a no brainer.

3.45 for defo.

[brummiewedge]

I've ordered a TKO 600 with the taller fifth gear as i dont think it will lack grunt! Comes with a bellhousing to mount on the back of the LS lump.Does anyone know of any dyno people that can retune the std brain to run with the LS?

[jellison]

brummiewedge said:

I've ordered a TKO 600 with the taller fifth gear as i dont think it will lack grunt! Comes with a bellhousing to mount on the back of the LS lump.Does anyone know of any dyno people that can retune the std brain to run with the LS?

Paul Spinks is yoru man at Wortec - or drop me a mail.

Jelly

[jellison]

Did you go for the slave kit or gonna do the internal release bearing like I did?

[fredtonge]

hi, a bellhousing as been designed by promaster to take tvr box,
for a ls engine inc clutch fly wheel etc

[jellison]

fredtonge said:

hi, a bellhousing as been designed by promaster to take tvr box,
for a ls engine inc clutch fly wheel etc

Cool - but will have to get the Uprated T5 internals if going north of high 300 bhp/ ft/lb - but a good way to go.


See [quote=chgriff]Sorry guys if I confused the issue, my comment related to the point by 'dod' enquiring of the cost of the Quaife unit.
For normal road and track use where power/torque are within the limitations of the T5, the standard T5 is perfectly suited. The limit of the T5 is around 400+ Bhp before problems start to occurr i.e. losing 5th gear. The Quaife unit is the best I know for cars where performance exceeds the T5's capabilities. If running a supercharged car with 450 Bhp+, the acceleration with the standard gear train will be rapid, requiring quick succesive gear changes at shift points. The Quaife unit has the option of close ratios, having longer 1st and 2nd gears, therefore minmising the speed that gear changes occur. I think if you have to buy an uprated T5, close ratio is the better way to go, giving benefits when accerlerating from standing starts or out of low speed hair pins. Theres nothing wrong with the T5 for normal use where power is contained within it's limits.

from the www.pistonheads.com/gassing/topic.asp?h=0&f=155&t=353231 thread.

[fredtonge]

promaster do have a upgrade kit for the box but as only been used in challenge race cars no faults as yet after a season ,thair is the six speed sequential that will take 600HP but the cost for a road car could be to much

[v8sag]

Its funny how every TVR LS conversion ive read of so far has gone for a different box/bellhosing route.
We opted for a t56 bellhousing 20mm adaptor plate, glebe 23 spline t5(came with the car),custom flywheel on an Auto ls flexplate,tilton cr bearing and tilton triple 6" clutch.Sounds like a pain but it was pretty straight foward and has gone the distance.