TBSS
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Posts posted by TBSS
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If he's such a big 'star,' how come I've never heard of him?
One thing he does have that all stars have is the self-centered idea that everyone in the world is concerned about him.....
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There is variance between stock vehicles and what you're really looking for is the proper relationship between the transmission output shaft angle and the pinion angle (equal and opposite). Any kind of "stock" measurement will be irrelevant when it comes to correcting problems on your own vehicle.
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Those are the guys who own like 500 transmission domains that all direct you back to that same site.
I've heard that they are a good place to get parts, but have been advised not to ever buy a transmission from them.
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It's Horsepower Performance Engineering in Texas, not Hennessey.
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Well, I would take the TBSS over the Jeep, but whatever floats your boat.
Looks like a decent ride though, just about as classy as a Jeep gets.
I have a TBSS, and at this point, I'd take the SRT-8.
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I've seen two in the last week and fell in love with them both. They really are an all-around better vehicle, inside and out. If they were the same price it would have been a no-brainer - SRT-8 - but I got a great deal on the TBSS.
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I would be leery of any Dell laptop. I've had two and will not be buying another. And their service has been nosediving for about two years now. Just be aware.
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I think you're losing a little more than 18% through that 4L80E...probably 20-22%. Good numbers though.
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Since you have the system on actual vehicles, I'd like to see the actual before and after dynos from the test vehicles, rather than just peak improvement numbers.
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Know why blondes wear ponytails?
To hide the valve stem.
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Curious, are you moving out of California?
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I want to do the Ling GT2-3 cam and am having a hell of a time finding someone to install it around me.
Just do it yourself.
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From 90-120 HP gain seen at the rear wheels with the Radix.
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Tuna noodle casserole, french toast and blueberry muffins.
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I don't understand how people get disappointed get when they buy a mail-order tune and then it doesn't come out like you want. What did you expect? To have the same results as an in-person tune? Even close?
Let's set something straight - there is no such thing as a 'mail order tune.' To 'tune' something you have to have it right there in front of you in order to be able to tune it. So what you're actually ordering or buying is not a 'tune', it may as well be called a SWAG.
That's it - from now on, to add a bit of realism to the situation, start calling 'mail order tunes' 'mail order SWAGs'...since that's really what they are. That way, people might reign in their expectations on what can be accomplished from 1000 miles away.
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Maybe what he was saying is, "I can't do a custom 4-link."
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I use Opera and am having the same issues. I wanted to see the photo in the "New Shoes" thread but couldn't.
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That's a lotta black to keep clean.
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I kick myself every time I see a 1st Gen Monte Carlo, which is not very often. The first car I bought with my own money was a 1971.....I will own another one, one day.
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If it comes before Jan 1, 2007 I would be very surprised.
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Rule of thumb is 17% drivetrain loss for 2WD and 25% loss for AWD/4WD.
So, 75% of 345 FWHP is 258.75 RWHP, so your friend is about right.
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As far as brand. I'd probably say the factory gears, made by AAM would be the easiest to set up and more than likey run a little quieter than some brands while only giving up a little in strength.
There's no strength trade-off going with stock/AAM gears; the stock gears are actually stronger and quieter than aftermarkets. The only downside to AAM gears is cost - they are marginally more expensive than Yukon, Motive, etc. gears.
Call Randy's Ring and Pinion in Washington (state) for the best deal...somewhere between $200-$225 if I recall correctly.
Fluid depends on your carrier - with the G80 you can use synthetic; with an LSD you need to run 80/90 gear oil with additive.
I certainly noticed a performance difference going from 3.73's to 4.10's in my Avalanche.
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I did a lot of research into torsion bars and spring rates when I was looking at lower my Avalanche. The definitive answers I got were:
- Whenever you adjust torsion bars, you change their spring rate
- You cannot adjust or change height without also changing spring rate
- Changing via keys or bolts is irrelevant, both change height and spring rate
Anyway, don't know if this helps, but I thought I would offer what I found.
Transmission Is Toast
in AWD, Differential, & Transmission Tech
Posted
A little late on this thread but glad you went with Mike, Kendall, and the Toy Shop. The superior service you received is no surprise to me. I went there and sent two other guys there and all three of us were very pleased.