The biggest problem I have now is I lack funds to buy tools and raw stock, or to buy the parts I can’t make. And this frustrates me no end. On the plus side I have time to think about how to do it better, like I recently did by going from a fabricated steel panhard rod to a straight piece of aluminum that weighs less than half as much by moving the frame out of the way.
“Think before doing” is a good maxim to live by, but I have reached the point of “Do something even if it’s wrong!” Or more accurately, “Do something before you can’t do anything!” as my infirmities multiply and grow worse.
At the rate things are going I won’t even be able to get in and out of the Sprint-T after I finish it because I won’t be able to bend at the hip far enough to get past the roll cage. And then I would have a true Greek Tragedy, all that planning and work but unable to harvest the fruits of my labors.
Moving on from self-pity, I’m still trying to find a transmission that will work for the mission of racing around in first gear and hitting redline at 40 MPH but getting good freeway mileage, but still not weighing anything or having to change gearing between racing and highway, and not coming up with any good answers. So far the best (lightest) solution was the 2.43 1st gear Super T-10 and swapping the gears in the quickchange rear to get stupid tall final drive in 4th from the 40 MPH in first ratio. The next best I have found is the Super Street 5 speed with OD that comes in at 35 pounds heavier but has a 3.33 first and a 0.77 5th. No need to swap spur gears to go from redline @40MPH in 1st to cruising at 2068 in 5th @70MPH.
[squirrel!]Excuse me a moment my music app just played The Song That Must Be Played As Loud As Possible (Won’t Get Fooled Again by The Who) and I had to crank my headphones up to 11. Now I have to stuff cotton in my ears to keep the blood from running out.[/squirrel!]
Getting back to the post, one has simplicity in its favor, and the other has lightness on its side. Neither has anything for cost, the cost of buying an extra spur set for the quickchange and the ongoing costs of buying rear end lube for changing the spurgears easily offsets the higher cost of the 5speed. And as I don’t have funds for either one at the moment it’s mox nix. (Or macht nichts in the original German). Also the torque limits on the Super T-10 are so low that even a stock tune L33 will stress the transmission to its limits, except the 2.43 ratio 1st gear model’s 375 foot-pound torque rating is comfortably inside the L33’s 335 foot-pound rated output.
Everything else is marginal to “ain’t no way”. 2.64 1st is 325 foot-pounds (iffy) and the 2.88’s 300 rating and the 3.42’s 266 rating are both “grenade city” except when you pull the pin on a grenade you have a pretty good idea of when it’s going to blow, about 2.5 to 3.5 seconds after you throw it. The 3.42 ratio might last until you floor it or a few seconds after, but the 2.64 is the real question mark. It might last for a season or 2 or blow up while you’re hundreds of miles from the shop and spares with no way to get there. No, if I go with the T-10 the only way to go is the 2.43 1st gear. But that 35 pound weight savings looks sooooo goooood. It’s the difference between 1490 pounds empty and 1525 which is 2.3% and all I have to do is crawl around under the back of the car a few minutes to half an hour before a race and the same amount of time after. It’s tempting as hell.