Fellow Road Track Racers,

Interested to hear your take on drivetrain changes/improvements you have done in pursuit of track happiness. Just finishing up a swap from the factory driveshaft, diff and axles to DSS one piece aluminum driveshaft, LPE 9.5" diff (4.10 ratio), and DSS 1400 hp road track prepped axles. SHould have everything buttoned up and road tested in the next few days and will put to the test the end of NOV at Streets of Willow. Bad thing is I have never run this course before so an apples to apples comparison is out. I'll report back my findings/opinions after I complete the weekend. Looking for some significant improvement in speed off the turns and of course longevity. Should be interesting.

So what is eveyone else running on your turn burners? Thanks.

Travis

Is your car lowered, of so by how much. I see alot of really low cars tearing up stock axles, it looks like you won't need to worry about that now with the DSS 1400 axles.

Do you still have the stock cluthc/flywheel? Once I get my 1LE I'm planning to swap to a lighter flywheel, not sure if it is worth the work or not.

The car is lowered. Running the Pfadt Stage 3 setup now. Amazing as it seems, my stock axles show no indication of wear from my previous track days. In fact they look and still feel brand new. That being said, I wanted to make sure I was not going to have an issue, thus the swap.

Clutch wise, I swapped it about a year ago. Went with the Street Slayer Twin Carbon and never looked back. Awesome clutch that takes everything I through at it without complaint. Also added a separate clutch reservoir. All things considered, my car is kicking but and taking names from some very capable competitors.

It's a shame that this social group doesn't seem to post notices of replies to topic.

Anyway, my general take on axle gearing is to avoid going so deep (numerically high) that the use on any commonly driven track requires an upshift that drops you out of the powerband or has you either upshifting shortly before you get to your braking point at the end of the longest straight or sputtering along on the limiter.

It's a little more significant in my situation than yours, where the acceleration in 5th falls flat and 4th is almost good to the limiter. But it's still going to feel a little soft if your 4 to 5 upshift involves a large rpm drop.

The other option for track days is to gear it extra deep and accept that 1st becomes a total waste and 6th becomes not being quite as economical on the highway.


Norm

Good feedback Norm and yes it is a shame we can't seem to get notifications on posts to the forum. I wonder if there is a way to get that changed???

Anyhow, so the first thing that comes to mind is track layout. Before my gear swap, I could run Chuckwalla and never get higher than 3rd gear. Back straight I hit the rev limiter and brakes at the same time pushing about 115 mph. This swap will now mean I am going to be in 4th but definitely not higher. Spring Mountain back straight coming into the bus stop is still good to stay in 4th up to 134 mph with a 28.5 inch tall tire. What will be problematic is the drop to an 18" tire which will be about 2" shorter. When I make that move, 5th will come into play for sure.

1st gear is going to be much more challenging coming off the hairpins. I'll have to experiment but might end up being better to drop no lower than 2nd in order to keep the rear planted.

Finally, 6th on the highway is practically useless unless you are 75+ mph. I might see a slight drop in economy but Considering I usally hover at 75 anyhow, I might not see any real decrease as the engine will be closer to the power band and not lug so much.

Now, about getting this forum to post notifications on posts, I just clicked group tools and subscribe so we shall see if that gets the notifications flowing.

Travis