What HP level requires transmission upgrades?, I have 200 HP to the wheels, what do I need? Options

[FourBlades]

I realize it is probably torque that kills a transmission, but I don't know the torque output of my engine.

I am building a 901 transmission for my IMSA 914 and wonder what upgrades it will need. I have some possible upgrades I could do now.

First, I have a set of 930 stub axles, CVs and the corresponding sway-away axles for a 914. They are stronger and the CVs are available for $80 from pelican. Downside is I have to destroy the existing rear bearings in my axles to use them, which were rebuilt by PMB.

If I have 200 HP to the wheels are the 930 CVs a necessary or worthwhile upgrade?

Second, should I upgrade to the billet intermediate plate at this HP level?

If I do, will I have to reset the pinion depth? That is something I can't do myself and would need to find a shop here in Florida that can do it. I know this is overkill for a typical 914, but with 12 inch rear tires and a 2.5L six, is this when the upgrade is worth while?

I am not adverse to starting with the 914 axles and upgrading down the road. Pulling the engine and transmission is not that time consuming. I would hate to break the smaller axles or CVs the first time at the track though.

I have a stock gearset and know there are probably better gear choices for Sebring, Daytona, etc. No idea where to start with those.

I will be running a transmission cooler to start and may move to gear set spray bar over time. I have read that the mesh point of the gears is where to aim the cool oil sprays, not sure this is correct.

I appreciate any advice people have.

John

[BlueRidge914]

Since keeping a 901 in one piece is an old and ongoing challenge for many of us, can I add my modifications for your review and suggestions for what I've missed? I've had my vintage race 2L single plug, narrow body 914 for almost 25yrs. For the first 5yrs I ignored advice to install an alum intermediate plate, as I never had an issue. Then the gearbox seized solid, mid corner, mid race, destroying the R&P and more. I discovered the mainshaft starts dancing in the loosening main bearing, and it all blew up.

Since then I've added the following [from front to back]:
[1] Renn shifter
[2] solid firewall bushing
[3] full Tangerine shift linkage kit
[4] Patrick clutch pulley
[5] CMS intermediate plate, side cover, and mainshaft bearing retainer
[6] and new this year, trans cooler with fan [i race mainly in Canada, on faster tracks, so super hot temps are less of a problem].

More on the cooler:
You can't see in the pic, but it has an enclosed fan on the backside. I know mounting it in the trunk without ducting isn't ideal for air circulation, but I wanted it where it would be protected from damage, and as far forward as possible. And because it's a biggie [it was given to me], mounting options were limited. It only squirts the R&P, through the side cover. Activated with a manual dash switch. Driving improvements: so far, it has eliminated the baulky shifting typical late in a race. Hopefully longevity will follow.

Anything I missed? Any changes?
Thanks!
Gavin