First track visit ran a best 13.46
06-09-2013, 09:25 PM
#21
No brake stall speed is not your stall speed. IF you can brake stall it to 2500 then you should be able to flash to 2800-3100 easily. So you converter is about what advertised.
The slicks should get you 12s with a little bit of luck. Then you are no more then 150 shot from 11s. If you are forged and set the ring gaps correctly you should be able to spray 300+ of nitrous so just depends how much you spray for how fast you go.
The slicks should get you 12s with a little bit of luck. Then you are no more then 150 shot from 11s. If you are forged and set the ring gaps correctly you should be able to spray 300+ of nitrous so just depends how much you spray for how fast you go.
06-10-2013, 04:46 PM
#24
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Thanks hog. Great advice. I did notice it launched harder on a stomp, but i didnt know why. I was only able to foot brake to about 2500 does this mean i have a 2500 stall? Its supposedly a 3k-3200 stall, but either way it needs alot more stall!
I put a walbro 255 in today, so i should have consistant fuel. Im headed to sealy in the morning for a "free" event, put on by a non sponser. Hopefully run a twelve! Im so ready!
I put a walbro 255 in today, so i should have consistant fuel. Im headed to sealy in the morning for a "free" event, put on by a non sponser. Hopefully run a twelve! Im so ready!
I was just able to do that with my L35 V6 TC, only when I had slicks installed, on pavement, with teh brakes on hard.
Eastiest way to find your exact stall of te converter ON YOUR COMBO is to have a trans brake as they lock the trans in low and reverse at the same time. Engage the t-brake, go to WOT, what the tach reads is what your TC stall rpm is. Its also easy to test in a 4wd truck. Simplky engage 4wd, apply the brakes and go to WOT. WHatever the tach reads is your stall speed.
For max acceleration your stall rpm shoudl match the torque pak rpm of your engine. For a daily driver, you would want the actual stall speed to be a few hundred rpm lower than your torque peak.
A chassis dyno run will give you the rpm at which you max torque occurs.
The theory here is once your engine is at its torque peak when launching, then it only has to accelerate from peak torque to peak power as it shifts through the gears. You probably would want shift points to be a few hundred rpm OVER the rpm at which peak power occurs.
Then you would want to go through the traps also at peak power or slightly above.
peace
Hog
06-10-2013, 08:11 PM
#26
If you can hold WOT in gear without the rear tires spinning, that is your TC's stall, but chances of that are slim it'll hold as the rear tires usually spin.
I was just able to do that with my L35 V6 TC, only when I had slicks installed, on pavement, with teh brakes on hard.
Eastiest way to find your exact stall of te converter ON YOUR COMBO is to have a trans brake as they lock the trans in low and reverse at the same time. Engage the t-brake, go to WOT, what the tach reads is what your TC stall rpm is. Its also easy to test in a 4wd truck. Simplky engage 4wd, apply the brakes and go to WOT. WHatever the tach reads is your stall speed.
For max acceleration your stall rpm shoudl match the torque pak rpm of your engine. For a daily driver, you would want the actual stall speed to be a few hundred rpm lower than your torque peak.
A chassis dyno run will give you the rpm at which you max torque occurs.
The theory here is once your engine is at its torque peak when launching, then it only has to accelerate from peak torque to peak power as it shifts through the gears. You probably would want shift points to be a few hundred rpm OVER the rpm at which peak power occurs.
Then you would want to go through the traps also at peak power or slightly above.
peace
Hog
I was just able to do that with my L35 V6 TC, only when I had slicks installed, on pavement, with teh brakes on hard.
Eastiest way to find your exact stall of te converter ON YOUR COMBO is to have a trans brake as they lock the trans in low and reverse at the same time. Engage the t-brake, go to WOT, what the tach reads is what your TC stall rpm is. Its also easy to test in a 4wd truck. Simplky engage 4wd, apply the brakes and go to WOT. WHatever the tach reads is your stall speed.
For max acceleration your stall rpm shoudl match the torque pak rpm of your engine. For a daily driver, you would want the actual stall speed to be a few hundred rpm lower than your torque peak.
A chassis dyno run will give you the rpm at which you max torque occurs.
The theory here is once your engine is at its torque peak when launching, then it only has to accelerate from peak torque to peak power as it shifts through the gears. You probably would want shift points to be a few hundred rpm OVER the rpm at which peak power occurs.
Then you would want to go through the traps also at peak power or slightly above.
peace
Hog
Looks like peak torque is at 4700 rpm. I tried a wot stomp last night but i had a little tire spin, so i wasnt able to tell were my stall rpm is. I did run into an ls2 gto on I10 and put a couple cars on him! I got a thumbs up from him and i can tell he was surprised.
Last edited by hsiriyob; 06-10-2013 at 08:16 PM.
06-13-2013, 06:35 PM
#27
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Cool, so for this setup, a perfect 100% drag torque converter shoudl stall at 4700rpm. I dont think you'd like driving that on the street though.
All depends on what you are comfortable with. There are guys that drive 3600 stalls, even 4200rpm stalls. But its up to you, and how much you can hook.
peace
Hog
All depends on what you are comfortable with. There are guys that drive 3600 stalls, even 4200rpm stalls. But its up to you, and how much you can hook.
peace
Hog
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