2.2 to 2.5 with common block

[glhsken]

What's your dyno plot look like???

[MVaughn]

Quote:

Originally Posted by UnaClocker In my oppinion (good enough disclaimer?) the rod shifter gives better feed back and requires less effort to shift (your not dragging cables through tubes). I've read that it's easy to change the geometry with heim joints to make it as short of a throw as you want. I haven't messed with setting up heim joints myself though.

I know you said opinion, and that is all that it is in the discussion, but I have never heard anyone say that they prefer the rod shifter over the cable one. These are both stock style setups. The rod shifter has alot of slack in the joints when any mileage is on them. They constantly pop off the link. assembly. This is why chrysler made a clip (a afterthought) to help keep the shifter from coming apart.
The cable shifter is alot less effort, more precise and easier to maintain. Now if you prefer a rod shifter, I can direct you to a near by trashcan.

[gdonovan]

Quote:

Originally Posted by UnaClocker If your not going to take apart the tranny to install the chrome moly plate, the 523 is going to be stronger than a 555.

Your dead wrong- The 523 has a finer gear pitch and made from softer steel.

Jon's CSX-T shredded two 520/523 gearsets even with a CM plate in one of them. We tossed in a 555 without a CM plate and it gave no problems for almost a complete season.

[gdonovan]

Quote:

Originally Posted by Mopar_Nutz Did some research on the heat treated case thing and found that it was pretty much unresolved in the discussion on this site, but DDG says in the transaxle guide that the 555 DID recieve a heat treated case.

The 1987 new models highlights book mentions the 555 case as being heat treated as did an instructor when I worked for Chrysler. This maybe over kill or marketing on Mopars parts as they did a few things with the TII for marketing reasons.

It's neither here nor there as the practical upshot is both the 555 and 520 cases seem stout enough with the weak link being the 520 gearset and 2 pin diff. The 520 is only rated for 180 ft/lbs of torque and a mild 2.5 will belt out 300 ft/lbs without breaking a sweat under 20 psi.

Jon's 2.2 CSX-T makes 290 hp and 360 ft/lbs at the middle boost setting, 24 psi. At the track he runs 30-32 psi (the all of it setting)

[gdonovan]

Quote:

Originally Posted by MVaughn I know you said opinion, and that is all that it is in the discussion, but I have never heard anyone say that they prefer the rod shifter over the cable one.

The rod shifter setup shifts like a** compared to a correctly adjusted 520/555/523/568 that has cables that are not beat to death or melted.

[Subliminal]

Ouch...poor Unaclocker.

[glhsken]

Quote:

Originally Posted by Subliminal Ouch...poor Unaclocker.

LOL...

Thanks for clarifying things Gary.

[MachineHead]

Quote:

The rod shifter setup shifts like a** compared to a correctly adjusted 520/555/523/568 that has cables that are not beat to death or melted.

I can vouch for that. I swapped from the rod to cable in my old GLHT with NO OTHER CHANGES, and the difference was amazing. My setup was not worn or loose before the swap so that wasn't causing any problems. I highly recommend the cable setup over the rod.

-Kyle

Quote:

Originally Posted by MVaughn I know you said opinion, and that is all that it is in the discussion, but I have never heard anyone say that they prefer the rod shifter over the cable one. These are both stock style setups. The rod shifter has alot of slack in the joints when any mileage is on them. They constantly pop off the link. assembly. This is why chrysler made a clip (a afterthought) to help keep the shifter from coming apart. The cable shifter is alot less effort, more precise and easier to maintain. Now if you prefer a rod shifter, I can direct you to a near by trashcan.

Two words, heim joints. I really don't give a damn though, I don't want to debate this. I fully intend to cable shift whatever tranny I end up putting into my '85 Shelby.

Quote:

Originally Posted by gdonovan Your dead wrong- The 523 has a finer gear pitch and made from softer steel. Jon's CSX-T shredded two 520/523 gearsets even with a CM plate in one of them. We tossed in a 555 without a CM plate and it gave no problems for almost a complete season.

Ahh, thank you for taking the time to actually explain that. This has been very informative. I guess I can expect my 523 to explode in my Daytona after I install the intercooler. Should be exciting.

[glhsken]

Clocker.. It was explained on page II in this post. The time was taken. Actually, it was explained even further in the post following it, also by me.

Do you EVER know when to give up.

Quote:

Originally Posted by glhsken That explains a lot to me... Order of strength is 568 555 523 520 and that is without the plate. Put the plate in and the 555 equals the 568. The main difference is the course getrag gearset. Less deflection than the finer toothed 523/520.

[gdonovan]

Quote:

Originally Posted by UnaClocker Two words, heim joints.

I have an 300+ hp Omni with an LRE heim joint shifter parked in my driveway, it shifts like a John Deere tractor compared to my wifes ES with a 520 which shifts like butter.

So it's very easy to compare the two and I invite anyone to do so.

[gdonovan]

Quote:

Originally Posted by UnaClocker Ahh, thank you for taking the time to actually explain that. This has been very informative. I guess I can expect my 523 to explode in my Daytona after I install the intercooler.

Only if you make enough torque ;-)

[Chris Faulk]

Quote:

Originally Posted by glhsken Do you EVER know when to give up.

Ah but Ken...we've already discussed this on the phone.

The blatantly obvious answer to your question is no....

Wait wait, one more time, what's better about a 555? hehe..