He broke his diff carrier, dropped a new one in and kept on trucking. Yeah, it broke. Nobody ever expected it to last as if GM had validated it for that abuse. They (we) know going in and they (we) are ok with that. Use of an F23 is baked into the title of this thread and the title of the thread I linked. You're not adding value to the discussion by always beating that same drum.
The most common failure mode of a 282 is breaking the right diff bearing boss out of the case from axial load on the diff due to the helix angle of the final drive mesh. Spend any time looking at the 282, then compare to an F23 or F40 and the fact that these modern transmissions are tremendously reinforced in this area tells you that the engineers took development seriously. Modern manual transmissions have such stringent standards of NVH and consistent shifting under load that they end up FAR stiffer and stronger than yesteryear's manual transmissions, despite having similar validated ratings.
Personally, I've wrung off the end of GM's tiny inner CV joint in a 282, and then later broke the spider in the CV joint, although that was certainly due to damage that was initiated when I broke the splines. It was both a PITA and interesting to add to my wall of shame, but it was neither surprising nor horrifying... more of a "Hmm... I was wondering when that was going to happen" moment. With spherical bearings in the control arm pivots to tame the wheel hop I was experiencing, I should be able to launch harder with less chance of breaking any more axles.
And sure, if you want to come over to my build thread and post something encouraging, go right ahead!
I'd rather take the care to Summit Point or Watkins Glen than Carlisle, though.
OK Will, I won't say anything more but being an engineer, when I build design and build something I try to follow the manufactures specs. This doesn't mean that you cannot exceed them but then you go into an unknown area. Even on my 4.9L build we beefed up the 4T60e 1-2 clutch pack (using thinner discs so an extra friction disc can be used) and upped the line pressure with a shift kit. With the F23 they have been successfully used with 300 HP Ecotecs but the torque on those comes on at a higher RPM. With the V8 the torque comes on much lower. As long as the OP is not an all out racer and doesn't run with slicks he will probably be OK.
------------------ " THE BLACK PARALYZER" -87GT 3800SC Series III engine, custom ZZP /Frozen Boost Intercooler setup, 3.4" Pulley, Northstar TB, LS1 MAF, 3" Spintech/Hedman Exhaust, P-log Manifold, Autolite 104's, MSD wires, Custom CAI, 4T65eHD w. custom axles, Champion Radiator, S10 Brake Booster, HP Tuners VCM Suite. "THE COLUSSUS" 87GT - ALL OUT 3.4L Turbocharged engine, Garrett Hybrid Turbo, MSD ign., modified TH125H " ON THE LOOSE WITHOUT THE JUICE "
OK Will, I won't say anything more but being an engineer, when I build design and build something I try to follow the manufactures specs. This doesn't mean that you cannot exceed them but then you go into an unknown area. Even on my 4.9L build we beefed up the 4T60e 1-2 clutch pack (using thinner discs so an extra friction disc can be used) and upped the line pressure with a shift kit. With the F23 they have been successfully used with 300 HP Ecotecs but the torque on those comes on at a higher RPM. With the V8 the torque comes on much lower. As long as the OP is not an all out racer and doesn't run with slicks he will probably be OK.
The torque hits very very hard on a turbo 3800, and it's worth mentioning that the car linked to above is the only 5 speed to break 11.00 on the quarter mile list(10.70), and the next verified 5 speed on the quarter mile list also had an F23, and ran 11.67
------------------ "I am not what you so glibly call to be a civilized man. I have broken with society for reasons which I alone am able to appreciate. I am therefore not subject to it's stupid laws, and I ask you to never allude to them in my presence again."
Driving style has a lot to do with it as well. I'm pretty easy on the equipment, even when I'm going fast, but there are people out there who can break chewing gum.
Verizon still the problem? J/k, they're always the problem.
You stacked the flywheel on top of the flexplate, right? I guess you used a stock Caddy flexplate? Did you have to modify the flywheel?
I just realized I missed this comment. Haven't looked here in a while.
I fixed the pictures, I added an SSL certificate to my website and fixed the links. All should be encrypted and working now.
Yea, I stacked the QuarterMaster button on top of the stock flexplate. I had to drill some holes in the flexplate for clearance of the pressure plate bolt heads that stick out the back of the button. In hindsight, I probably should have had that balanced, but it didn't seem to cause any issues when I last ran the car.
I smashed up my C10 last Wednesday, so the Fiero is the only large project I have left. My life is kind of a mess right now, so I still may not get much work done on it this winter as I might have to relocate, get a new job, etc..but I'd like to. Guess I'll just have to see where all the pieces land and try to pick them back up.
[This message has been edited by 1986 Fiero GT (edited 10-02-2021).]
------------------ "I am not what you so glibly call to be a civilized man. I have broken with society for reasons which I alone am able to appreciate. I am therefore not subject to it's stupid laws, and I ask you to never allude to them in my presence again."
Originally posted by 1986 Fiero GT: I fixed the pictures, I added an SSL certificate to my website and fixed the links. All should be encrypted and working now.
I'm not really sure what's going on with that... at work this week a bunch of websites broke due to SSL certificates. On my home computer things are mostly OK.
My internet literacy level isn't sufficient to understand, but from news websites it seems like a major screw-up by Let's Encrypt.
