Originally Posted by TwinV6GTP
yeah, real quick ya'll see the writing on the wall. your biggest improvement is gonna be weight.
dont go nuts with the motors like we did. while you should at least do some of the simple windage mods, all you should do is a cam/chain/springs and a full regasket job on each. put that full tilt money into a chassis fund to kill the weight and make sure you can walk away if something happens.
most of what ive found is that twin drivetrain cars are quite prone to wrecking if a powerplant goes down during a run, especially if its the front.
im gonna suggest it since im looking at it but a simple engine kill that kills the opposite engine if one reads 0rpm.
it may or may not help, but my thoughts align with others that if both powerplants go out youd have a much more recoverable car.
besides keep in mind at ~3500lbs being able to hit mid 9's/140+ with just two full boogie sc setups...at 400whp each
a stock 80e would conceivably live 100k with that load.
at your weight with much more power we're probably looking at breaking hard parts and engineering replacements or massive power limiting. at which point its far more cost effective to go lighter to go faster.
ill be here to lend a hand or advice any way you run with the moose knuckle gtp...lord knows how many times we've reworked and changed crap on our heap, might as well save you some of the hassle.
i do look forward to the first hard part failure of an 80e but im gonna guess its gonna take an 80e with valve work to get the pressures high enough for any shafts to see shock loading. ill hazard a guess it'll be at the IS TCC ORing groove, but the calculated cross sectional area of the 80e Oring point is nearly the same area as a GMR Oringless shaft.
good news is that if it does prove to be the weak link...making a better one is far simpler to the much more complex 65e IS. even better is that with the ORinged converter/ringless IS mod it would have a cross sectional area nearly 3 times that of the GMR shaft.
