I look forward to my upgrades and have a new found respect for the limits of the Transmission and Transfer Case in our cars and thanks to you I won't be blowing it to smithereens. it would have run rings around his Chevelle even in pure stock form. There was potential there but we did not have High Stall Converters or other things to tap in to the potential of those engines. He thought for sure his new LS6 with the Automatic and 4.10 gears was going to put the times of his GTO with a four speed and 4.10 gears to shame.instead he turned 13.8 amd 13.9. I remember before he went we made fun of him because that was the first time we saw spark plugs that took a 5/8" wrench as we were used to the larger 3/4" plugs. Anyway he goes down to the track, and remember his GTO had headers on it and the Chevelle was stock and runs the car. and I had gotten the 69 Nova SS 396 / 375 hp car I had mentioned to you. I at that time had traded my 67 Firebird 400 in and it was no longer a 400 as I had blown the engine and my Dad put in a smaller 350 Pontiac engine with the 400 heads on it. so when the 1970 Chevelle SS 454 LS6 came out with the rear vacuum operated intake he bought one. My friend had a GTO that ran 13.5 at the strip with street tires.
He comments how back then if you had a car that ran faster than the 14's in the quarter mile and you were in the 13's you were considered to have a mean machine. One is an original Hemi Challenger that was a 426/425 HP. At the beginning the car is in his garage and he has some of his older muscle cars around the new car. It is about twenty minutes long and he is with the head of Dodges SRT group. There is a video on Utube titled 2015 Dodge Challenger Hellcat-Jay Lenos Garage. Then remember the gas back then was leaded and as a result the standard plugs we used had to be changed every three to four thousand miles, oil changes every two thousand miles and you were lucky to get twenty to thirty thousand miles out of an exhaust system let alone needing a valve job on the heads. I think you have to remember the old muscle cars we were driving had carburetors rather than fuel injection, ignition systems that used points and seemed to always need attention as they would misfire a lot at speeds above 5000 rpm. Hope everyone had a safe and wonderful New Years Eve and did not get any visits from the man in blue.
So I guess for very high HP it is RWD and for mildly high torque and hp it is 6psi with a 500 hp ceiling. I am not sure if beefing up the NAG1 alone would help on a AWD car as you have the transfer case and donut assembly to deal with. So in two or three years when I am ready to go to supercharge land, I will keep it conservative and stay with the 6psi. Ha ha ha.īased on the 6 psi recommendation to adhere to for the stock NAG1 that puts things right at the Edelbrock Stage 1 kit which is 6 psi. remember they were only three speed autos way back when the Dinosaurs roamed the earth. So most people stiffened up the shift and with a 3500 rpm torque converter at the time you could be rather radical with your setting as the converter would soften the shift unless you were approaching or were at the stall speed, then it was Katy bar the door as the shift was hard and would break the tires loose in second and chirp them in third.
#NAG 1 TRANSMISSION MODS#
Years ago in the muscle car era when B&M was probably the end all for trans mods and torque converters, they always said that the soft slipping shift of the stock trans setting was the worst thing for transmission life as it generated more heat that would eat up the clutches. What you say about heat and the NAG1 makes sense. Would this not exceed the capability of the NAG1 if nothing has been changed or am I missing something?Īppreciate any information that can be provided. I know when one switches out the stock torque converter for a higher stall like 3000 or 3200 RPM that the converters are much more heavy duty than the stock converter and in most cases can deal with at least 600 or more HP depending upon the converter chosen.Īlso, the Edelbrock Eforce Supercharger system is said to put out 450 ft-lbs of torque with the 5.7l engine. I was under the impression that the NAG1 could deal with up to 500 ft-lbs of torque. What is the weak link, is it the Torque Converter and they used a beefed up converter in the SRT-8. I know in 2015 they switched from a 5speed to the 8speed trans. If this is so, how does the SRT-8 use this trans. In it the article said that the max torque for the NAG1 is 428 ft-lbs. Transmission shudder camaro.I was reading online about the background of the NAG1 with its sister trans that was a WA trans by Mercedes Benz.
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