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Any interest in spare gearbox? Different Ring and Pinions?
Hey everyone,
I am currently waiting information from the Moderator as to how to become a Platinum Sponsor here so I can not really get into too much detail, but I wanted to get a feel for the interest level of having a spare Cayman S 6-speed gearbox, as well as the interest level for alternate Ring and Pinions.
I am hoping to get everything resolved quickly with the Forum regarding this process, and will be happy to post things in more detail once that has taken place. For now I would just like to know if these are things of interest.
I am certainly interested in an alternate ring/pinion for the Cayman S gearbox, as long as the alternate set has a higher ratio than stock. The 170 mph top speed is useless to me, but faster acceleration would be good.
I am also very interested in your ring and pinion gear change. I believe if you'd perform some very controlled back to back (first with OEM ratio and then with the modified ratio) 5-60 mph and 5-100 mph rolling start test runs, that the results would generate much interest!
I'll keep following your development through this thread.
I am also very interested in your ring and pinion gear change. I believe if you'd perform some very controlled back to back (first with OEM ratio and then with the modified ratio) 5-60 mph and 5-100 mph rolling start test runs, that the results would generate much interest!
I'll keep following your development through this thread.
Regards,
Joe
shorter gearing would probably help 5-60, but hurt 5-100, stock CS can hit a 100 in 3rd right? short R&P would probably force another shift...anyway, i'd be interested if you would install a quaiffe, or LSD at the same time you were swapping the R&P...
LSD - Limited Slip Differential
A limited slip differential (LSD) is a modified or derived type of differential gear arrangement that allows for some difference in rotational velocity of the output shafts, but does not allow the difference in speed to increase beyond a preset amount. In an automobile, such limited slip differentials are sometimes used in place of a standard differential, where they convey certain dynamic advantages, at the expense of greater complexity.
The main advantage of a limited slip differential is found by considering the case of a standard (or "open") differential where one wheel has no contact with the ground at all. In such a case, the contacting wheel will remain stationary, and the non-contacting wheel will rotate freely– the torque transmitted will be equal at both wheels, but will not exceed the threshold of torque needed to move the vehicle, thus the vehicle will remain stationary. In everyday use on typical roads, such a situation is very unlikely, and so a normal differential suffices. For more demanding use however, such as driving off-road, or for high performance vehicles, such a state of affairs is undesirable, and the LSD can be employed to deal with it. By limiting the velocity difference between a pair of driven wheels, useful torque can be transmitted as long as there is some friction available on at least one of the wheels.
To see the installation of a TBD style unit Click Here
To see the installation of a LSD style unit Click Here -> Article Forthcoming Stay Tuned
I would be interested to see the benefits versus the RPM increase for cruising on the highway.
I have a couple of track turns in mind where I would love getting on the power with an LSD and the engine right in the torque sweet spot in 3rd gear as opposed to lugging the engine. Or being able to accelerate smoothly through a turn without a 2nd to 3rd shift. There might be a HUGE smile-factor there. But what about the ride home at ?k rpms in 6th?
Any guess on what the 0-60 benefit might be?
LSD - Limited Slip Differential
A limited slip differential (LSD) is a modified or derived type of differential gear arrangement that allows for some difference in rotational velocity of the output shafts, but does not allow the difference in speed to increase beyond a preset amount. In an automobile, such limited slip differentials are sometimes used in place of a standard differential, where they convey certain dynamic advantages, at the expense of greater complexity.
The main advantage of a limited slip differential is found by considering the case of a standard (or "open") differential where one wheel has no contact with the ground at all. In such a case, the contacting wheel will remain stationary, and the non-contacting wheel will rotate freely– the torque transmitted will be equal at both wheels, but will not exceed the threshold of torque needed to move the vehicle, thus the vehicle will remain stationary. In everyday use on typical roads, such a situation is very unlikely, and so a normal differential suffices. For more demanding use however, such as driving off-road, or for high performance vehicles, such a state of affairs is undesirable, and the LSD can be employed to deal with it. By limiting the velocity difference between a pair of driven wheels, useful torque can be transmitted as long as there is some friction available on at least one of the wheels.
To see the installation of a TBD style unit Click Here
To see the installation of a LSD style unit Click Here -> Article Forthcoming Stay Tuned
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I would be interested to see the benefits versus the RPM increase for cruising on the highway.
I can imagine coming out of a few track turns and getting on the power with an LSD and the engine right in the torque sweet spot in 3rd gear as opposed to lugging the engine. Or being able to accelrate smoothly through a turn without a 2nd to 3rd shift. There might be a HUGE smile-factor there. But what about the ride home at ?k rpms in 6th?
IMO 12-13% would be nice as I mentioned earlier.
The stock Cayman S is now 75MPH at 3000 rpm in sixth gear so that would be aprox. 3390rpm to go 75MPH in sixth gear with 13% modified R&P.
This mod would also add about a 30 ft/lb bump up in torque which is mechanical and not dependent on combinaton of other mods which many time have reduced effects as you climb the mod ladder.
Also as we have seen before with higher level modified CS's that the added performance from a mod is less than the same mod on a more stock CS.
The nice part about this mod would be the results would be just the reverse because the more low end torque you have now the greater the increase you would get. Because 13% increase of more torque is a greater increase than a 13% increase of less torque.
Last edited by elmo91789; 02-09-2008 at 02:14 AM.
Reason: left out word
I would like to explore the other end of this idea. My window sticker shows 20 city- 28 highway. This is a joke. The best I have been able to do is 18 city 23 highway. OK I can live with the city. Currently I am seeing 3000 rpm at 72 mph, way more than necessary to cruise down the highway.
I would like to see a 5 to 7 hundred rpm drop. The engine is very happy between 2200and 2500 rpm so why not gear for that in 6th at highway speed? No doubt the mileage would approach the advertised 28 mpg. The car has 3.88's, what about 3.45's or what ever it takes to get the rpm's down at 70-75 cruising speed to a reasonable 22-25 hundred rpm? Would this really hurt 1st - 4th? Would this take away to much acceleration feel? I realize it's a close ratio gear box, so maybe the answer is in the box and not the final drive ratio. I don't know the solution so I am open for everyones ideas on this.
lawnmore, you describe the needs of a street driver whereas most of this thread is about the needs of a track driver.
No reason that different sets couldn't be made, a track enthusiast set, a highway cruiser set, etc.
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