InDaShop
Dont Tread On Me
Figured I needed to update this.....
Problems with proto-typical ****, and problems with co's not building their **** right!!!
Issues on me/rick whatever:
Front CV boot flange. I initially procured these double boot flanges fro the front inboard CV. Thinking if one boot is good, then two boots is better. But then didnt run the inner boot.
Like this:
As you may or may not know 40ish miles into the Parker425 I blew up the Driverside CV. At KOH we swapped it out, and Bryan Gillespie actually picked me up the single boot flange, kinda of on accident. When we broke the front down, we had assumed the loose shaft for X-many miles just beat up that inner flange ring. Swapped it out and moved on at KOH. Other issues kept me from LCQ'ing which I'll get to below.
So here is the single boot flange. Note how much more open the center is? Well it wasnt until back in Houston that I went to check both sides for the shafts slipping correctly did we discover, that at full droop the shaft was engaging that inner flange ring and leveraging the shaft up into and binding the CV star. The passenger CV hadnt died yet, but the ring was toast. Swapped that CV off and its now a spare.
Totally on us. We didnt reallize that with as much travel as this car has that the inner boot lip on the double boot flange was a limiting factor. We know now.
Issues on vendors (motor/trans/radiator):
Motor:
The motor didnt run right from 1st fire, initially we thought it was clogged injectors on one side. After going to the laptop, realized it was unbalanced side to side as far as fuel was going. Wideband 02's so we swapped them, no change but changed the banks. Put new 02's in thinking the leaded race gas had killed them (it didnt help). Finally I took it to Mast in Nacogdoches after 11 hours of run time (4 hours over 5k!!!) After multiple hours of trouble shooting it ended up being in the O2 harness with the harness not being built right from the beginning and some of the wiring not going to the correct plug. This was only discovered after the Mast techs looked up which dyno my motor was broken in on, and coming out and comparing that dyno rooms O2 harness to the harness on my car. It was messed up. Would have never solved it I dont think.
Radiator:
This is the actual issue I three the towel in on at KOH. New Ron Davis, biggest baddest they make. Upper right corner at 10 hours old had separated fins at the sidetank. My local shop was able to seal it back up with some rubber weld process that had to cure for a day on heat. But none the less, Ron Davis brand new hyper-expensive junk from the get go.
Tranny (4l80 manualVB):
First Trans built: badass 100% correct beast, their converter shop made a mistake and built a lockup converter when the flows on mine required a non-lockup. Motor would have to push through lockup to go, making it very unpredictable and magnifying the running issue. Eventually the converter fragged enough material off the lockup to clog the pump and fried the forward planetary gears, equaling failure of all forward gears.
Second Trans built: converter was correct but in the forward gear rebuild they swamped my gear train off for a nicer but newer style setup. Newer has some external oiling going on to reach the forward planetaries, vs. mine gets it oiling thought a gun drilled intermediate shaft. Well that shaft was not gundrilled on the 2nd rebuild, so same failure, fried the forward planetaries in 52 miles.
Third tranny: so I was done with my tranny builder. They are supposed to be one of the best shops in drag/street strip to mess with the GM electrics, they are serious racers themselves, but two incompetent failures IMO. I talked with Jeremy Whitt at Gearworks, and he has a few 4L80's out there in Trophy Trucks that are surviving. My plan was to send to him. I call my shop after the failure to let them know it made it 52 miles, I was less than happy, and couldnt foot their learning curve. I wanted to continue to use them to flush my lines and cooler though and again these are some of the nicest people I've dealt with.
Well 24 hours later one fo the owners calls me and is just beside himself, he thinks he knows where they f-ed up, wants a 3rd chance, says this is the badest 4l80 they've done, theres no way if its all correct could i tear it up. After nearly and hour of discussion, we come to the agreement that I sat on for 3 weeks before agreeing to. The agreement was to let them build #3, if it fails they refund my moneys for the original build, convertor, and 3x's R&R. Mind you they ate the cost on the 2nd rebuild and will be eating the cost on this rebuild. So its there now, I should get it on Friday.
They are highly vested now! Seriously eating two rebuilds, and the original build, plus paying me their shop rate for the 3x's I'll have pulled the trans.
I'm still out Parker/KOH/Texana/Notrees. Seriously trans would have blown in 1st 20 miles at KOH. Instead I have two more entree fees, fuel, days off for me & my buddies, and west texas roach motels are more expensive that New York City 5 star hotels right now with the oil boom out there.
If #3 fails, I'll take all my money from CircleD and have Gearworks build me a sick TH400, and swap out my atlas for a hero and maybe finish a race without tranny failure....
Problems with proto-typical ****, and problems with co's not building their **** right!!!
Issues on me/rick whatever:
Front CV boot flange. I initially procured these double boot flanges fro the front inboard CV. Thinking if one boot is good, then two boots is better. But then didnt run the inner boot.
Like this:
As you may or may not know 40ish miles into the Parker425 I blew up the Driverside CV. At KOH we swapped it out, and Bryan Gillespie actually picked me up the single boot flange, kinda of on accident. When we broke the front down, we had assumed the loose shaft for X-many miles just beat up that inner flange ring. Swapped it out and moved on at KOH. Other issues kept me from LCQ'ing which I'll get to below.
So here is the single boot flange. Note how much more open the center is? Well it wasnt until back in Houston that I went to check both sides for the shafts slipping correctly did we discover, that at full droop the shaft was engaging that inner flange ring and leveraging the shaft up into and binding the CV star. The passenger CV hadnt died yet, but the ring was toast. Swapped that CV off and its now a spare.
Totally on us. We didnt reallize that with as much travel as this car has that the inner boot lip on the double boot flange was a limiting factor. We know now.
Issues on vendors (motor/trans/radiator):
Motor:
The motor didnt run right from 1st fire, initially we thought it was clogged injectors on one side. After going to the laptop, realized it was unbalanced side to side as far as fuel was going. Wideband 02's so we swapped them, no change but changed the banks. Put new 02's in thinking the leaded race gas had killed them (it didnt help). Finally I took it to Mast in Nacogdoches after 11 hours of run time (4 hours over 5k!!!) After multiple hours of trouble shooting it ended up being in the O2 harness with the harness not being built right from the beginning and some of the wiring not going to the correct plug. This was only discovered after the Mast techs looked up which dyno my motor was broken in on, and coming out and comparing that dyno rooms O2 harness to the harness on my car. It was messed up. Would have never solved it I dont think.
Radiator:
This is the actual issue I three the towel in on at KOH. New Ron Davis, biggest baddest they make. Upper right corner at 10 hours old had separated fins at the sidetank. My local shop was able to seal it back up with some rubber weld process that had to cure for a day on heat. But none the less, Ron Davis brand new hyper-expensive junk from the get go.
Tranny (4l80 manualVB):
First Trans built: badass 100% correct beast, their converter shop made a mistake and built a lockup converter when the flows on mine required a non-lockup. Motor would have to push through lockup to go, making it very unpredictable and magnifying the running issue. Eventually the converter fragged enough material off the lockup to clog the pump and fried the forward planetary gears, equaling failure of all forward gears.
Second Trans built: converter was correct but in the forward gear rebuild they swamped my gear train off for a nicer but newer style setup. Newer has some external oiling going on to reach the forward planetaries, vs. mine gets it oiling thought a gun drilled intermediate shaft. Well that shaft was not gundrilled on the 2nd rebuild, so same failure, fried the forward planetaries in 52 miles.
Third tranny: so I was done with my tranny builder. They are supposed to be one of the best shops in drag/street strip to mess with the GM electrics, they are serious racers themselves, but two incompetent failures IMO. I talked with Jeremy Whitt at Gearworks, and he has a few 4L80's out there in Trophy Trucks that are surviving. My plan was to send to him. I call my shop after the failure to let them know it made it 52 miles, I was less than happy, and couldnt foot their learning curve. I wanted to continue to use them to flush my lines and cooler though and again these are some of the nicest people I've dealt with.
Well 24 hours later one fo the owners calls me and is just beside himself, he thinks he knows where they f-ed up, wants a 3rd chance, says this is the badest 4l80 they've done, theres no way if its all correct could i tear it up. After nearly and hour of discussion, we come to the agreement that I sat on for 3 weeks before agreeing to. The agreement was to let them build #3, if it fails they refund my moneys for the original build, convertor, and 3x's R&R. Mind you they ate the cost on the 2nd rebuild and will be eating the cost on this rebuild. So its there now, I should get it on Friday.
They are highly vested now! Seriously eating two rebuilds, and the original build, plus paying me their shop rate for the 3x's I'll have pulled the trans.
I'm still out Parker/KOH/Texana/Notrees. Seriously trans would have blown in 1st 20 miles at KOH. Instead I have two more entree fees, fuel, days off for me & my buddies, and west texas roach motels are more expensive that New York City 5 star hotels right now with the oil boom out there.
If #3 fails, I'll take all my money from CircleD and have Gearworks build me a sick TH400, and swap out my atlas for a hero and maybe finish a race without tranny failure....
![mms_picture_1[2].jpg](http://attachments.www.hardlinecrawlers.com/xfmg/thumbnail/0/185-3c5d1d3ff674bd513bc90cb3d04f659a.jpg?1625928071)