TORSPD: NEVR

But it sounds like you had many issuses with the whole STS Turbo getting dialed in... would you say so?

Would you rather have gotten STS or TRD supercharger?

for the money involed...

 

There have a few people that I have known, either in person or on the forums, which had the STS system. We all had problems with it.

When I purchased my kit, it had just come out for the Tacoma, and was $6000.

I think that price is now in the $4's. Which is still far to much, considering the poor quality materials, and components used.

Had I not been allured by "Turbo" and had I know a lot better at the time, I probably would have gotten the TRD S/C. Mainly because there were no performance shops close enough that I knew of, nor could I afford the down time for a custom build on my DD.

Things have certainly changed. And STAY AWAY from the Shitty Turbo System.

 

A few more fittings that have recently come in. The two identical ones are to make the feed and return lines -6AN. As well as being able to have all AN fittings. Which makes adapting those to my other upgraded fuel line components.



The Y fitting is to split the feed line to each side of the fuel rail. Prior to returning to the FPR, then back to the gas tank.

 

And here is the latest from the spare engine. Installed the oil squirters.





Then went on to clean/ inspect bearings for the crank so that I could inspect the crank. Found this on the #3 journal bearing. :/




Had a small gouge in it. Right out of the package.

So I couldn't complete the crank install. Or the rest of the rotating assembly. Toyota ordered me a new one at no charge, thankfully.

But once the rotating assembly is installed, I still won't be able to completely assemble the block, until the Cometic head gaskets and ARP studs arrive. Should be another week or so on those.

 

So is that transfercase you ordered, selectable with a high and low (like a 4runner with fulltime 4wd), or is it just always in 4hi (like a WRX and Evo)?

 

Like the EVO or WRX.

 

Interesting. So what sort of limited slip device will it have in it? Something like a trutrac I assume? and do they make a trutrac for the front diff or what do you have in mind for up front?

 

It uses a viscous coupling in the transfer-case. I will post a link to it in a little while.

A few years ago I talked with Eaton. They said they had a tru trac style lsd for the front. Don't know if that has changed or not at this point. Until I call and find out.

 

I see. As you can tell I haven't looked into this stuff much. haha. I have front and rear lockers for when I need the traction, and as you know the oem t-case is basically always locked together.


So how responsive is that tru-trac and the t-case for that matter (if you know yet)? My 05 has the full traction control setup and I played with the wiring so I have ATRAC (electronic LSD via the brakes) while in 2Hi. Well it isn't very responsive at all. On ice it engages quick, but I tried it out on pavement and I could roast one tire for at least 30 ft, before it really started to engage (not that I can spin my tires like you boosted guys can) so it would basically be useless for gaining traction while launching.

 

Here you go Brady.

http://www.rsgear.com/products/transfer-cases.aspx


Look down at the bottom of the page, under technical articles.

Near the bottom will be the proper article titled," Borg Warner 4472 AWD transfer case."

Check it out. Pretty cool.

 

That is pretty cool. I had to look up how a viscous coupler works and such too. I find it interesting how it is "tuned" just right to run 66% to the rear and 33% to the front.

Is it possible to have enough torque output to cause the viscous coupler to slip though? Like slip when it shouldn't be slipping I mean? Kind of like how you can slip a clutch with too much torque.

 

Not quite sure on the slippage through the viscous coupling.

I do know this though. I talked with one of the techs at RSGear. I told him what my plans were as far as power output. He said that all of the vehichles which he builds these style transmission/transfer case setup, said that they are using them just fine at 800 All whp. So that is reassuring.

 

I'm sure the Engine, Tranny, and T/C will be able to take it, but I'm wondering if you're better off going with a Center-diff like out of a 4-Runner or FJC since it'll be engaged all the time, which the stock diff isn't exactly designed for

I'm assuming the TCase doesn't split the power 50-50%?

 

Yeah, I figured you had crossed your t's and dotted your i's here. So I knew it should at least mostly stand up to what you plan to do with it or you would have went another route.

 

The t-case he chose splits it 33F-66R.

 

Without a vacuum source, it stays engaged continuously. Not sure if those FJ/4Runner cases can be built to handle that kind of torque or not, but the Borg Warner and my trans can be. That plus superior shifting than the Toyota parts is why I chose this route.

You should really check out the "Syborg" Chevy Syclone. I am basically mirroring the transmission aspects.

It actually first started as me wanting a T56. Just because it is upgradeable. After getting the APR adapter kit, is when I popped the question if I could add a T-case to it. That brought me to the Pirate off-road, then the Syborg. And my questions and worries were over.

Just need a bigger wallet. Lol

 

Don't we all! haha

 

And that GMC guy beat me.

 

Just Because this seems like something you would like:


EQUAL LENGTH HEADERS

Pics deleted at the Request of the Manufacturer

 

Yeah, I haven't bought Headers yet, and well now I'm kind of happy I haven't. Interested to see how they sound as well.

Do you think this is what Gadgets big surprise is on Saturday? Unless you already know