The clutch is the weak point. The S3's and the Diablo people are still running stock boxes. So do the math, the box, with a good clutch seems good for over 600hp.
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2001 M5 Carbon Black/Black Extended
Hella Euro Headlamps/Umnitza LED Angel Eyes/UF IATS/MVIV NAV Computer/20% Tint all around
2008 Ford Explorer Eddie Bauer 4x4. Takes the bad weather beating for the beast.
1995 Ford Mustang Cobra
2006 SeaDoo RXP
Do you know how to change the final drive of the diff ?....i need to go to 3.0 or lower....
Changing the ring and pinion in the rear is a relativly easy job, but it is also easy to screw up. It should only be done by someone who knows what they are doing.
I think some of the higher HP guys have expermented with higher ratios and lower ones. You will have to search and see what the consensus on the "best" ratio is.
-Ryan
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2001 M5 Carbon Black/Black Extended
Hella Euro Headlamps/Umnitza LED Angel Eyes/UF IATS/MVIV NAV Computer/20% Tint all around
2008 Ford Explorer Eddie Bauer 4x4. Takes the bad weather beating for the beast.
1995 Ford Mustang Cobra
2006 SeaDoo RXP
Changing the ring and pinion in the rear is a relativly easy job, but it is also easy to screw up. It should only be done by someone who knows what they are doing.
I think some of the higher HP guys have expermented with higher ratios and lower ones. You will have to search and see what the consensus on the "best" ratio is.
-Ryan
Your own powerband, and purpose of the car will determine the final drive quite a bit. A high HP monster will need taller gears, but until you get there going taller wont help you at all.
WRT the tranny, I'd expect it to take 800HP or so withouth blowing up. The D/A cars were running a lot of power through them, and didn't seem to have an issue. If I remember right, one of them blew a driveshaft apart, but didn't have any issue with the tranny.
The only issue with the tranny is weak shift detents, and linkage. Don't slam shift it, or shift hard when it is cold. Shift it with respect, and it will last forever.
Lscman is the real Getrag 226 guru, so my guess is he'll be in here at some point soon to help steer this along.
The Supra and M5 gearbox are difficult to compare, based upon failure rates. Supra Turbo's forced induction 6 cyl is not so hard on gearboxes.
Gears get more abuse from a big V8 that applies sudden impact force to gear teeth upon engagement. Turbo power from a smaller powerplant is more gentle to hardware despite impressive peak output.
I'd say the M5 box can easily handle 600 HP, assuming you're not trying to drag race with slicks.
Thx for your replies ?
Any oppinion on the Supra Getrag V-160 gearbox ?...should be a bit stronger right ?
If staying with the Getrag M5 box, which clutch might be best ?
Thx for your replies ?
Any oppinion on the Supra Getrag V-160 gearbox ?...should be a bit stronger right ?...
Huh?? No.
Why would a gearbox designed for a 320 HP turbo be significantly stronger than one designed for a 400 HP V8?? For a given power output, normally aspirated power places much more strain on the gearsets. The response of a normally aspirated motor is more immediate because there is no spoolup delay after clutch release.
Quote:
Originally Posted by E39_540
If staying with the Getrag M5 box, which clutch might be best ?
The best with respect to torque rating is undoubtedly a metallic-ceramic oversize clutch. UUC is the only supplier of oversize super duty clutches.
Are you suggesting that a Toyota Getrag V160 gearbox can be modified to fit an M5? Do you realize that the Toyota Supra engine bolt pattern, flywheel interface, drivetrain & shifter interface are wildly different? The only thing in common with these trannys is the manufacturer. You'd have better luck adapting an aftermarket transmission for race applications. Swapping & retrofitting a Toyota transmission makes no sense at all & this is why it has NEVER been done.
Are you aware that the 540i and M5 transmission are basically the same? Your userid says 540i. Based upon your questions, I have to wonder if you're considering removal of a 540i tranny and replacing it with an M5 tranny. That would serve no useful purpose.
well check it out: I know this may not be anyone else's cup of tea, however, a few years back I worked on a turbo supra that was converted to a TH400. It had gobs of HP, it was pushing 988hp off the stock block.
anyway, is this something anyone has considered doing on an M5 as an alternative? Does anyone make a mating kit for this job? I mean the trans in the supra was flawless. manual valve body, trans brake, etc... im sure it wouldnt be good for track use though. idunno. just something out there.
well check it out: I know this may not be anyone else's cup of tea, however, a few years back I worked on a turbo supra that was converted to a TH400. It had gobs of HP, it was pushing 988hp off the stock block.
anyway, is this something anyone has considered doing on an M5 as an alternative? Does anyone make a mating kit for this job? I mean the trans in the supra was flawless. manual valve body, trans brake, etc... im sure it wouldnt be good for track use though. idunno. just something out there.
If you want a strong automatic, the M5 engine bolt pattern is the same as early M62 540i that utilized a beefy 4spd Gene5ral Motors automatic tranny. These trannys can be beefed up internally.
I would sell the M5 before retrofitting an automatic transmission to it. An automatic transmission is only good for drag racing...it's a big loser for handling and overall performance.
The M5 has many design features that make it a terrible candidate for drag racing...such as lightweight tubular aluminum subframe, weight, limited tire clearance, suspension design etc.
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