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The VIPER Garage  |  Vendor Area  |  UNITRAX  |  Questions...
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Author Topic: Questions...  (Read 3945 times)
97snk
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« on: January 07, 2011, 11:14:08 AM »

Hello,

I've my car at A&C at the moment for tuning and was wondering if you guys actually did the install at your location. I would love to drop my car off for OS Giken and 3.33's. It's almost a 500 miles drive back to Fresno so that would cover my break in period.

Any contact info?

Thanks
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Pearl White 97GTS
plumcrazy
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« Reply #1 on: January 07, 2011, 03:08:59 PM »

ask for devin
800-622-4327
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Viper Nation - ezine
« Reply #2 on: January 07, 2011, 04:29:42 PM »

info@gounitrax.com
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1999 1200rwhp TT GTS - ART, 2001 Roe sc GTS- (4 sale), 440 Duster restomod (sold), 3x Stealth TTs, 92 Daytona IROC with T3, 580whp/1080wtq Cummins pickup.
97snk
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« Reply #3 on: January 10, 2011, 05:04:43 PM »

Just got off the phone with Devin, definitely a very knowledgeable guy in this area. My car will be making a stop at unitrax for 800hp halfshafts, OS Giken and 3.33...  :driving:
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Pearl White 97GTS
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Viper Nation - ezine
« Reply #4 on: January 10, 2011, 07:58:08 PM »

I recommend the Unitrax axle safety loops and driveshaft loop as well.



Safety first and NHRA requirements.

I bought my car with Unitrax 800hp axles and somehow one of them had a small amount of twist in the spline.  Street racing wearing the drag radial I got with the car?   Here's a shot of the passenger seat of my GTS driving home from Ohio ...



Anyway, I did buy some Unitrax Titanium lightweight axles for my GTS.  My 2000 Paxton ACR (802rwhp) has Unitrax 800hp axles in it as well.  The Titanium axles are about 4# lighter than the steel and much stronger.

Ted
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1999 1200rwhp TT GTS - ART, 2001 Roe sc GTS- (4 sale), 440 Duster restomod (sold), 3x Stealth TTs, 92 Daytona IROC with T3, 580whp/1080wtq Cummins pickup.
97snk
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« Reply #5 on: January 10, 2011, 09:07:46 PM »

I asked Devin about the 1200 half shafts but he said they weren't selling those because of some engineering issue or something of that nature. I m not really sure what he said but they aren't selling those anymore. I will definatly have the safety loops and driveshaft loops installed as well if already not included in the quote..
« Last Edit: January 10, 2011, 09:18:26 PM by 97snk » Logged
Pearl White 97GTS
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« Reply #6 on: January 10, 2011, 11:39:13 PM »

I doubt if there will be a problem with the 800hp axles, but safety first.  Hate to have a axleshaft break loose beside my brake and fuel lines.

No more Titanium shafts?

Ted
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1999 1200rwhp TT GTS - ART, 2001 Roe sc GTS- (4 sale), 440 Duster restomod (sold), 3x Stealth TTs, 92 Daytona IROC with T3, 580whp/1080wtq Cummins pickup.
97snk
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« Reply #7 on: January 11, 2011, 02:23:39 AM »

I doubt if there will be a problem with the 800hp axles, but safety first.  Hate to have a axleshaft break loose beside my brake and fuel lines.

No more Titanium shafts?

Ted

I m sure someone from Unitrax can clarify that on here...
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Pearl White 97GTS
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« Reply #8 on: January 12, 2011, 06:57:49 PM »

Devin said,


The CV conversions are very costly, but they are also extremely strong. Mark Williams even offers output shafts that are compatible with the OS Giken Super Lock!

Now, regarding the 1000hp VSPs. Right now, we are working on getting four couplers made so that we can put two sets into stock. Beyond that, we are working on how to get future couplers made since our original manufacturer is not always available. We are looking at al of the alternatives. The other issue is simple supply and demand. We rarely get calls for the VSPs (A lot of folks have moved to the CV conversion) while the 800hp VHPs still sell pretty well.

Ted
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1999 1200rwhp TT GTS - ART, 2001 Roe sc GTS- (4 sale), 440 Duster restomod (sold), 3x Stealth TTs, 92 Daytona IROC with T3, 580whp/1080wtq Cummins pickup.
97snk
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« Reply #9 on: January 13, 2011, 11:32:34 AM »

Devin said,


The CV conversions are very costly, but they are also extremely strong. Mark Williams even offers output shafts that are compatible with the OS Giken Super Lock!

Now, regarding the 1000hp VSPs. Right now, we are working on getting four couplers made so that we can put two sets into stock. Beyond that, we are working on how to get future couplers made since our original manufacturer is not always available. We are looking at al of the alternatives. The other issue is simple supply and demand. We rarely get calls for the VSPs (A lot of folks have moved to the CV conversion) while the 800hp VHPs still sell pretty well.

Ted


Changing the output shaft would be easier when doing the 5/6 upgrade right...
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Pearl White 97GTS
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« Reply #10 on: January 13, 2011, 01:30:14 PM »

No, Devin is referring to changing the Differential output shafts for upgrading to the CV joint style axleshafts.  Changing the output shafts would be easiest when replacing the stock posi with the upgraded Giken unit. 

I believe the 5 and 6th gear upgrades are quite simple and could be done while having the transmission checked over and freshened up.  Dissassembly is most of the work.  With the big power it's not such a bad idea to get the tranny gone through anyway.  The gears themselves probably aren't that expensive, just all the labor involved.

Ted
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1999 1200rwhp TT GTS - ART, 2001 Roe sc GTS- (4 sale), 440 Duster restomod (sold), 3x Stealth TTs, 92 Daytona IROC with T3, 580whp/1080wtq Cummins pickup.
97snk
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« Reply #11 on: January 19, 2011, 10:55:23 AM »

Who makes the CV shafts. I see some listed on snakeoyl website but they are for 2003+.
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Pearl White 97GTS
Steve 00RT/10
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« Reply #12 on: January 19, 2011, 11:47:54 AM »

I've had a Unitrax 3.45 full assembly in our car since 2004 and 63,000 miles (out of 95K miles all together). Devin is a great guy to deal with.   We are roughly 600 RWHP and running the original stock half shafts with zero issues. 

Something to remember:  If you're running stock rubber, the tires are your shear pin.  I don't think you're putting added strain on the half shafts as long as the tires break loose....just as they did prior to the gear change or blower.  I've done my share of tire spinnin'  At one point in 2003, I stocked up on 18" MPS when they became over produced because of the mix up between Viper and Michelin with the 03 change to 19s.  I bought 4 sets of rears and made it my job to spin a set off a season with the coup d'etat being some nice donuts to finish them off.  Never had an issue....the tires are the shear pin.

If you're a drag racer guy and use sticky rubber....that's a different story.  I'm not.  I do have about 1000 road track miles on my car...many since 2004. 

Max TQ to the ground with modified engines...Yup....you need stronger halfshafts.  Modified engine / stock engine with stock rubber and no drag racing....not so much.

Safety loops are probably a good thing to have especially if using sticky rubber and drag racing.  Probably a good thing to have anyway, but I don't so far.  Seems one could make their own considerably cheaper.

As an added note....I never bang 2nd gear hard because of serious wheel hop.  I stopped doing that the first year we had it (2000).  Even stock, I could actually make the car jump sideways a little grabbing 2nd hard.  Not good for halfshafts.

Steve
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« Reply #13 on: January 19, 2011, 04:22:22 PM »

Steve's right that it's Wheel hop that breaks axles first, hp is the second reason.  When my last set of PS2 got closer to the tread bottom they had terrible wheel hop and changing to new PS2s fixed the wheel hop.

Wheel hop like this ....

Highway 20 @ wilderness

Camera got shaken so that it was shooting out the side window!  The road surface here is not smooth and fantastic for traction.

Ted

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1999 1200rwhp TT GTS - ART, 2001 Roe sc GTS- (4 sale), 440 Duster restomod (sold), 3x Stealth TTs, 92 Daytona IROC with T3, 580whp/1080wtq Cummins pickup.
97snk
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« Reply #14 on: January 19, 2011, 04:34:33 PM »

I m sure wheel hop cannot be eliminated but what are the options out there to reduce it to minimum?
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Pearl White 97GTS
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