Hurst V-gate repair advice needed
I ditched my Mr-Gasket in-line for a short-stick Bang! H-pattern shifter, with a ball. From the Factory window, I mounted it about 8 inches back, and over to the right, and high enough to install the top bolt from inside the cabin. Then I made new rods from seamless tubing,and re-installed the swivels from the Hurst rods, plug welding them in.
Thanks to that, and the slick-shifting mods I did, and the diaphragm clutch; that A833 now shifts like a hot-knife thru butter; gone are the days of ramming the crap out of it, and,
I have never missed a shift since.
I like the ball because of the infinite number of hand positions it offers; a different position for every type of driving.
random ideas, and Just for fun;
I switched to a Commando box with a 3.09 low gear, and ran it thru a GVod, and 3.55s. This gave me the following road gears;
10.97-8.56-6.82-5.32, and a bunch of others ending at 2.77 for the hiway. 5.32 is the right gear for me to do the EighthMile in, trapping at 93=6220. And on the hiway this combo does 65=2240
With a standard A833, to trap correctly, I would have to run 5.38s, for a starter of 14.31, and 65=4400
And finally, while running the Eighth, I pull the stick just once, from First-over to Second; while the other two shifts are full-power electric-shifts.
In regular driving , I save the GVod for Third-over, and then go straight to Fourth-over, giving me an OD ratio of .78/1.09=.716
The 10.97 starter is the equivalent of 10.97/2.66=4.12s with a regular A833, which you would likely never run on the street, but with it, I can drive 4.0 mph not slipping the clutch.
I cannot begin to tell you how versatile this combo is.
Here is a comparison;
first the standard A833, then my combo;
2.66-1.92-1.40-1.00; splits of .72-.73-.714
3.09-2.41-1.92-(1.50/1.40)-(1.09/1.00)-.78od; GV in red,
and a nice progressive series of splits from 3.09 to 1.50 being
.78-.80-.78- then .52 going from 1.50 to .78
( because in 1.50 ratio, 5500 is 82mph/7000 is 105mph).
and three other ratios that I use in different ways depending on circumstances, the first four for the Eighth,for instance.
I have not run the quarter with this combo, but I suspect, by the Eighth results, that she might do 112. If so, that would be ~5450 in 1.09 ratio, right on the fattest part of the power-curve. I would use the following ratios;
3.09-2.41-1.92-1.40-1.09, splits of .78-.80-73-.78; two pulls and two splits.
Ya-kno, people dis the GVod because it is only .78od, but I extol it, because it works so well with the Commando gearset. It's like they designed that OD-box for the Commando ratios.
It also works reasonably well with the A833overdrive box, but you have to have a hi-torque engine, to pull the wide splits when not splitting the gears. In regular useage, it did not work out well for me, because 3.55s put regular second gear at an awkward rpm, and it required 4.30s to make it right. That made the starter gear 13.29 way too deep for daily driver useage. And you cannot easily start the GVod in od (which would be an ideal 10.36), because the unit requires a constant driveshaft rotation to maintain it's pressure, at least mine does. It will barely maintain pressure thru a normal light-change. Here is the A833od box/GVod combo ratio-progression;
3.09-2.41-1.67-1.30-1.00-.78-.57 splits of .78-.69-.78-.77-.78-.73.
I ran 4.30s to get road-gears of;
13.29-10.36-7.18-5.60-4.30-3.34-2.45, SEVEN usable ratios,
and 65=2000rpm.
I abandoned this combo, because I kept forgetting to lift going into Mopar-OD which always resulted in a blown up overdrive mainshaft gear; which, one time, also took out the input gear. With 4.30s in the back, this is, apparently, very easy to do,lol. I have turned several A833od boxes into 3-speeds.
This combo liked my 10.7Scr 367 running the Hughes HE2430AL cam, with ~180 psi cranking pressure; but it was at times a lil sketchy, when NOT splitting gears. For that reason, I eventually gave it up. Well,about that time, the 223/230 cam dropped lobes and the 230/237 cam that followed, just couldn't make me happy without splitting gears full-time, which killed the fun-factor.
As for your combo, at the risk of sounding like an azz,
If you are a streeter, ask yourself how many shifts you actually pull, at WOT, before you are speeding.
With 3.55s, 65=5570 in Second gear, so about 99% of the time, you are gonna stop there. Or you might wring second out to 6500=75, or like me 7200=84mph.
IMO
Long-sticks are for trucks and tractors, and
Pistol-grips are slow-shifting. Ergo;
long sticks with pistol grips, may look cool and all, and if it pleases you, my argument cannot be against it,
but.................... just go measure the distance between your blackies at the shifts, and see how much time your power is spent, not connected to the road.......
By my weight and ET, my engine is cranking out 433hp. with a relatively small 230 cam, and overspeeding it to 7000. IMO that cannot be. I attribute the trapspeed to the very high average power being delivered to the tires without any spaces between the shifts.
Below is a power-curve of a similar to my combo; Shifting at 7000, the rpm falls to about 5400, which, as you can see, is on the flattest part of the curve. I suppose I could short shift at 6400 and come in at 5000, still on the fat part, and now on the torque-peak. If I extrapolate the torque curve out to 6400, this engine might still be making 350/360 ftpounds. 350@6400 is still 426hp, about the same as at 5000. This is what a tight split of .78/.80 is doing for me. Heckuva thing that GV is. My average power in each gear is very close to my peak power, I'd guess close to 95%. With a regular 4 speed,and splits averaging 72%, shifting at 6000, and dropping in at 4300, the average might be 390hp, or 89%............ With same reaction times,60fts, and same engine .......... which combo do you imagine might cross the beams first?
But, I don't shortshift.
In fact I usually shift at 7200, preferring to hear the engine screaming, completely drowning out the agony of the tires, for 5, 6, 7, sometimes 8 seconds atta crack,lol.. As to ET, I don't really gibachit..... mine is a streeter, built exclusively to please just me.
As I'm sure yours was built just to please you. Well except for the friggen broken shifter.
My Bang! has 1/2 coarse threads. Which at first wouldn't keep torque with a T-handle, which kindof pissed me off cuz I had retapped the T-handle from 3/8-fine. So then, I tapped the base of it and mounted it like a pistolgrip, but that didn't please me. So then, I just got rid of it and loctited the faceless ball, in the exact right orientation.....lol. How can I complain about a ball? It's been on there now since maybe.......... Oh I remember, right after I got rid of the in-line shifter in 2002ish. Later, I mounted the GVod splitter button on top.
I ditched my Mr-Gasket in-line for a short-stick Bang! H-pattern shifter, with a ball. From the Factory window, I mounted it about 8 inches back, and over to the right, and high enough to install the top bolt from inside the cabin. Then I made new rods from seamless tubing,and re-installed the swivels from the Hurst rods, plug welding them in.
Thanks to that, and the slick-shifting mods I did, and the diaphragm clutch; that A833 now shifts like a hot-knife thru butter; gone are the days of ramming the crap out of it, and,
I have never missed a shift since.
I like the ball because of the infinite number of hand positions it offers; a different position for every type of driving.
random ideas, and Just for fun;
I switched to a Commando box with a 3.09 low gear, and ran it thru a GVod, and 3.55s. This gave me the following road gears;
10.97-8.56-6.82-5.32, and a bunch of others ending at 2.77 for the hiway. 5.32 is the right gear for me to do the EighthMile in, trapping at 93=6220. And on the hiway this combo does 65=2240
With a standard A833, to trap correctly, I would have to run 5.38s, for a starter of 14.31, and 65=4400
And finally, while running the Eighth, I pull the stick just once, from First-over to Second; while the other two shifts are full-power electric-shifts.
In regular driving , I save the GVod for Third-over, and then go straight to Fourth-over, giving me an OD ratio of .78/1.09=.716
The 10.97 starter is the equivalent of 10.97/2.66=4.12s with a regular A833, which you would likely never run on the street, but with it, I can drive 4.0 mph not slipping the clutch.
I cannot begin to tell you how versatile this combo is.
Here is a comparison;
first the standard A833, then my combo;
2.66-1.92-1.40-1.00; splits of .72-.73-.714
3.09-2.41-1.92-(1.50/1.40)-(1.09/1.00)-.78od; GV in red,
and a nice progressive series of splits from 3.09 to 1.50 being
.78-.80-.78- then .52 going from 1.50 to .78
( because in 1.50 ratio, 5500 is 82mph/7000 is 105mph).
and three other ratios that I use in different ways depending on circumstances, the first four for the Eighth,for instance.
I have not run the quarter with this combo, but I suspect, by the Eighth results, that she might do 112. If so, that would be ~5450 in 1.09 ratio, right on the fattest part of the power-curve. I would use the following ratios;
3.09-2.41-1.92-1.40-1.09, splits of .78-.80-73-.78; two pulls and two splits.
Ya-kno, people dis the GVod because it is only .78od, but I extol it, because it works so well with the Commando gearset. It's like they designed that OD-box for the Commando ratios.
It also works reasonably well with the A833overdrive box, but you have to have a hi-torque engine, to pull the wide splits when not splitting the gears. In regular useage, it did not work out well for me, because 3.55s put regular second gear at an awkward rpm, and it required 4.30s to make it right. That made the starter gear 13.29 way too deep for daily driver useage. And you cannot easily start the GVod in od (which would be an ideal 10.36), because the unit requires a constant driveshaft rotation to maintain it's pressure, at least mine does. It will barely maintain pressure thru a normal light-change. Here is the A833od box/GVod combo ratio-progression;
3.09-2.41-1.67-1.30-1.00-.78-.57 splits of .78-.69-.78-.77-.78-.73.
I ran 4.30s to get road-gears of;
13.29-10.36-7.18-5.60-4.30-3.34-2.45, SEVEN usable ratios,
and 65=2000rpm.
I abandoned this combo, because I kept forgetting to lift going into Mopar-OD which always resulted in a blown up overdrive mainshaft gear; which, one time, also took out the input gear. With 4.30s in the back, this is, apparently, very easy to do,lol. I have turned several A833od boxes into 3-speeds.
This combo liked my 10.7Scr 367 running the Hughes HE2430AL cam, with ~180 psi cranking pressure; but it was at times a lil sketchy, when NOT splitting gears. For that reason, I eventually gave it up. Well,about that time, the 223/230 cam dropped lobes and the 230/237 cam that followed, just couldn't make me happy without splitting gears full-time, which killed the fun-factor.
As for your combo, at the risk of sounding like an azz,
If you are a streeter, ask yourself how many shifts you actually pull, at WOT, before you are speeding.
With 3.55s, 65=5570 in Second gear, so about 99% of the time, you are gonna stop there. Or you might wring second out to 6500=75, or like me 7200=84mph.
IMO
Long-sticks are for trucks and tractors, and
Pistol-grips are slow-shifting. Ergo;
long sticks with pistol grips, may look cool and all, and if it pleases you, my argument cannot be against it,
but.................... just go measure the distance between your blackies at the shifts, and see how much time your power is spent, not connected to the road.......
By my weight and ET, my engine is cranking out 433hp. with a relatively small 230 cam, and overspeeding it to 7000. IMO that cannot be. I attribute the trapspeed to the very high average power being delivered to the tires without any spaces between the shifts.
Below is a power-curve of a similar to my combo; Shifting at 7000, the rpm falls to about 5400, which, as you can see, is on the flattest part of the curve. I suppose I could short shift at 6400 and come in at 5000, still on the fat part, and now on the torque-peak. If I extrapolate the torque curve out to 6400, this engine might still be making 350/360 ftpounds. 350@6400 is still 426hp, about the same as at 5000. This is what a tight split of .78/.80 is doing for me. Heckuva thing that GV is. My average power in each gear is very close to my peak power, I'd guess close to 95%. With a regular 4 speed,and splits averaging 72%, shifting at 6000, and dropping in at 4300, the average might be 390hp, or 89%............ With same reaction times,60fts, and same engine .......... which combo do you imagine might cross the beams first?
But, I don't shortshift.
In fact I usually shift at 7200, preferring to hear the engine screaming, completely drowning out the agony of the tires, for 5, 6, 7, sometimes 8 seconds atta crack,lol.. As to ET, I don't really gibachit..... mine is a streeter, built exclusively to please just me.
As I'm sure yours was built just to please you. Well except for the friggen broken shifter.
My Bang! has 1/2 coarse threads. Which at first wouldn't keep torque with a T-handle, which kindof pissed me off cuz I had retapped the T-handle from 3/8-fine. So then, I tapped the base of it and mounted it like a pistolgrip, but that didn't please me. So then, I just got rid of it and loctited the faceless ball, in the exact right orientation.....lol. How can I complain about a ball? It's been on there now since maybe.......... Oh I remember, right after I got rid of the in-line shifter in 2002ish. Later, I mounted the GVod splitter button on top.
