​​​​​​Do you think the transmission could handle it much at 275-300wtq? The Viper and s2k have very similar shift characteristics so I'm sure it can be done, I've just never tried it because the ap2 clutch/cylinder slip doesn't make it any more beneficial. Plus the 245 rear tires are 110mm narrower than the Viper's, and the Viper would never hook under 70mph (in that video traction control limited the slip whilst shifting to 2nd at 65mph+).

 

The S2000 destroys diffs from regular half ass burn outs where the wheels hop and chatter, eventually flexing the carrier bearing end caps pulling the ring/pinion gear apart, that's the first and most common failure in our diffs. Quick shifting done improperly can break gear teeth in the trans. Less spinning inertia ie light flywheels remove shock load from the drivetrain, which is a good thing, because the rpms drop quicker between shifts and you will naturally find yourself shifting quicker to stay in the powerband anyway. A stock ap2 with its 22lb flywheel requires ridiculously slow shifting in comparison because the rpms just hang in the air, and rushing just engages the cdv and or just compromises smoothness and precision. Its like driving a sowing machine. that said, the s2k trans isnt bullet proof. Ive been through a few of them all due to secondary bearing failures. That can happen stock or boosted, but more so boosted. Really high boost guys in the 350+ trq range seem to blow out second gear first. but I think that's just do to raw trq/twist. The bearing issue over more prolonged abuse. If you drive spiritedly but determined and precise i think the s2k drivtrain overall can last a while at most mid/high boost supercharged set ups, because even at 400whp they are typically only putting down 230-250trq.

 

 

Ouch. Was that while you were running semis and on a drag surface with high bite? Diff fluid you ran up to that point?