andreigbs said:
See, now I like Ed's idea along with LNXGUY: keep the stock DMF and just use a stronger disc.
Where from and for how much could I get a taller ring-and-pinion and how hard (read costly) is the install? I'm really on the fence about SMF vs. DMF and it's going to be a hard decision, keep in mind I really don't want to sacrifice anything in the comfort and ease dept. (call me lazy) plus, my better half drives the car most of the time so it needs to stay civilized.
When you say engages quickly, what exactly does that mean? Does it grab all of a sudden, do you have to raise the rpms just to take off or risk stalling it? Please describe it a little bit more if you could.
Thanks guys, the suggestion and opinion are highly regarded and much appreciated. Keep them coming!
It's possible to find a used tranny with the taller r&p, but it's a crapshoot buying used transmission parts. An impercievable 'fracture' is a far more realistic possibility with a(n ab)used part, and there's not really too many ways to know.
As I understand it (and I sure ain't no expert), clutch engagement without stalling is a function of torque vs. actual ratio of gear. If you're careful enough, you can get yourself going pretty easily in even third gear without using your right foot thanks to the torque.
edit: And while I know there are people who love their Spec+ DMF combos, the DMF can really only take so much abuse, and if your flywheel breaks apart while running at speed, really really really bad things can happen. Just a thought. I agree with you, that doing the right clutch the right way the one time is the best idea.
IndigoBlueWagon said:
johnloki, I'm building the Golf for road courses, and 110 in 4th is precisely what I'm looking for. On a number of tracks I get to the top of 4th on the straights, and 3rd isn't as useable as I'd like: I often run to 5200 in 3rd simply to avoid shifing before braking for the next turn. So a taller R&P would really help.
And regarding quick engagement, I'm talking about the SPEC Stage 2+ which I think has more kevlar than the 2. So go by Dave and others' impressions, not mine.
I'm well aware of your toy's purpose, Indy, it's just when someone starts talking Diffs, I usually think more about the quarter than about the track (not that the diff ain't useful on the track, it's just one of those few 'big gainers' for the 1/4). I remember you saying (quite) a while back about having a track day at Mosport (no matter what I do to my car, I'm sure I'd sit around the bottom of the result list for the days event, but I'd love to try it anyway), and I've read about quite a few of your Miata chasing escapades. Some people care more about the stop light to stoplight representative quarter mile race than the winding open road style of racing (i.e. racing in a manner that better represents actual driving circumstances)... you're not one of those people, and neither am I, but our friends in Vansterdam appear to be. The R&P stuff was just a heads up for others reading, rather than you specifically.
(BTW, ever notice how in the ASD transmission there's only a 17 MPH difference at red between 3 and 4... *** were they thinking on that one? The taller first and second gears in one package with the taller R&P makes buying the tranny outright, and rebuilding it with components of your NA tranny a good purchase... if you're into going that far, that is.)