ZZP Builds The Best LNF Mod Ever!
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Joined: 10-05-10
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From: A.B.E. PA & Jacksonville FL
i can see it now, some sick f - would pull out the LNF and drop a LSJ..
i remember the shop professor said - for every 100 HP jump = around $1000 - $3000.. LNF?> 900HP = $9000 - $27000
i remember the shop professor said - for every 100 HP jump = around $1000 - $3000.. LNF?> 900HP = $9000 - $27000
Last edited by gone_in_10_sec; Apr 16, 2011 at 01:06 AM.
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Former Vendor
Joined: 06-03-08
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From: Grand Rapids, MI
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Joined: 02-28-10
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From: STL
Never the less, its almost not worth it....almost
Back to the trans issue. If your doing road racing, or roll racing, do you need to worry about braking the trans?
I dont race, but I want to. Im guessing the hardest thing on the trans is Dragracing on Slicks? Basically whats the driving mistake that people ususally make and brake their trans?
I dont race, but I want to. Im guessing the hardest thing on the trans is Dragracing on Slicks? Basically whats the driving mistake that people ususally make and brake their trans?
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Joined: 05-18-05
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From: Boston & SoCal
Slicks can sometimes be easier on a transaxle because the softer sidewall doesn't induce axle hop nearly as much as a street tire, but if you've also upgraded the clutch and are now doing aggressive clutch dumps to take advantage of the slicks that could introduce other different types of failures. You're probably not going to get a clear-cut answer on what torque level you'll have issues as there are too many factors such as the onset and ramp-up of that torque, the tires and traction available, the road or track surface, and a big part in how you drive the car.
Some people could abuse their car and have a trans failure at not much over stock power levels but someone else who is careful might have it last a very long time at mid-400 whp and similar torque levels. You have to pay to play and it is a risk you'll take. My driving style I personally wouldn't feel too uncomfortable into the lower or mid 400 whp range but not everyone will have the same suspension and driving style. Worst case is expect there could be a failure and if it does fail upgrade the next weakest link, turn the power down, or modify your driving style if that happens in order to reduce the chance it will happen again.
Some people could abuse their car and have a trans failure at not much over stock power levels but someone else who is careful might have it last a very long time at mid-400 whp and similar torque levels. You have to pay to play and it is a risk you'll take. My driving style I personally wouldn't feel too uncomfortable into the lower or mid 400 whp range but not everyone will have the same suspension and driving style. Worst case is expect there could be a failure and if it does fail upgrade the next weakest link, turn the power down, or modify your driving style if that happens in order to reduce the chance it will happen again.
Last edited by blackbird; Apr 23, 2011 at 09:27 PM. Reason: fixored speelin
Back to the trans issue. If your doing road racing, or roll racing, do you need to worry about braking the trans?
I dont race, but I want to. Im guessing the hardest thing on the trans is Dragracing on Slicks? Basically whats the driving mistake that people ususally make and brake their trans?
I dont race, but I want to. Im guessing the hardest thing on the trans is Dragracing on Slicks? Basically whats the driving mistake that people ususally make and brake their trans?
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Joined: 10-05-10
Posts: 805
Likes: 1
From: A.B.E. PA & Jacksonville FL
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Joined: 05-27-09
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From: In the mountains
Really , so these will be more or less private or ZZP warranties.
SO what you are doing is getting them casted for our manifold ?
You aren't just ordering a pallet from BW with your specs?
Last time I checked they would make one with your selected casting but you have to order so many of them ..
SO you just made your own adapter for the one you tested to see what it would do and after the results you are ordering the real deals ?
Still don't understand how you have one EFR thats casted and not any more following it.
SO what you are doing is getting them casted for our manifold ?
You aren't just ordering a pallet from BW with your specs?
Last time I checked they would make one with your selected casting but you have to order so many of them ..
SO you just made your own adapter for the one you tested to see what it would do and after the results you are ordering the real deals ?
Still don't understand how you have one EFR thats casted and not any more following it.
Last edited by PrincessTurbo; Apr 23, 2011 at 02:33 PM.
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Former Vendor
Joined: 06-03-08
Posts: 4,169
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From: Grand Rapids, MI
Really , so these will be more or less private or ZZP warranties.
SO what you are doing is getting them casted for our manifold ?
You aren't just ordering a pallet from BW with your specs?
Last time I checked they would make one with your selected casting but you have to order so many of them ..
SO you just made your own adapter for the one you tested to see what it would do and after the results you are ordering the real deals ?
Still don't understand how you have one EFR thats casted and not any more following it.
SO what you are doing is getting them casted for our manifold ?
You aren't just ordering a pallet from BW with your specs?
Last time I checked they would make one with your selected casting but you have to order so many of them ..
SO you just made your own adapter for the one you tested to see what it would do and after the results you are ordering the real deals ?
Still don't understand how you have one EFR thats casted and not any more following it.
Yes, we designed our own exhaust manifold to utilized the EFR center section and mount to the LNF manifold and downpipe. The final version exhaust housing that is in the works will allow us to offer other turbo choices as well. We will have 2 EFR sizes available, plus s252, 256, and 259 extended tip options all as bolt-on turbos.
We already handle our turbo warranties. This won't be any different.
Yes, we designed our own exhaust manifold to utilized the EFR center section and mount to the LNF manifold and downpipe. The final version exhaust housing that is in the works will allow us to offer other turbo choices as well. We will have 2 EFR sizes available, plus s252, 256, and 259 extended tip options all as bolt-on turbos.
Yes, we designed our own exhaust manifold to utilized the EFR center section and mount to the LNF manifold and downpipe. The final version exhaust housing that is in the works will allow us to offer other turbo choices as well. We will have 2 EFR sizes available, plus s252, 256, and 259 extended tip options all as bolt-on turbos.
I'm liking were this is going soo far....besides the wait ofcourse
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Joined: 05-13-09
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From: Davie, Fl
We already handle our turbo warranties. This won't be any different.
Yes, we designed our own exhaust manifold to utilized the EFR center section and mount to the LNF manifold and downpipe. The final version exhaust housing that is in the works will allow us to offer other turbo choices as well. We will have 2 EFR sizes available, plus s252, 256, and 259 extended tip options all as bolt-on turbos.
Yes, we designed our own exhaust manifold to utilized the EFR center section and mount to the LNF manifold and downpipe. The final version exhaust housing that is in the works will allow us to offer other turbo choices as well. We will have 2 EFR sizes available, plus s252, 256, and 259 extended tip options all as bolt-on turbos.
But will require external bov Id assume. Are you going to keep with the internal w/g on those?
Thread Starter
Former Vendor
Joined: 06-03-08
Posts: 4,169
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From: Grand Rapids, MI
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From: In the mountains