Nope not completely. We tried that and it spun pretty bad. Basically it will elminate the rear stabilizer bar. The car launches straight. For the past two years the torque arm was free floating.

 

Hey Ken did you install and try the 4200 yet? How is it?

 

The 4200 is what I have been running the past year or so. It hooks pretty good for me. Next year going to a power glide running a 4500 stall. Motor is going to get some work done to it while it's out. Should be interesting on the ET to see what it will do. I'm mainly doing it for the bracket racing. The 4L60E hits pretty darn hard compared to the PG. On a slick track that's something that you don't want to happen while trying to run your number.

 

ET shouldn't change if you're geared for the 1/4. I went with a 1.76 glide and 5000 stall Fuddle and have seen 1.58, 11.30's at 122. I think that's a lazy 60 foot for low 11's but I have 3.73's and near 28" tires and the tune is really fat out of the hole. I need it tightened up for nitrous(I think) but that gear should put me around 150mph max(roughly)

Everyone says a 3 speed would be much better but we'll see how it acts on spray. I think a 150 shot, good tune, and nitrous flashing the converter to 6000 will run good even though it's bypassing the torque production down low. Time will tell, goodluck with the swap!

 

What is your trap RPM with the 3.73s and 28" slicks?

WD

 

6400rpm through the traps, all shifts so far have been at 7000, not sure if it's ideal yet but it feels close.

M/T says my 28X11.5X15 are 27.6" tall also.

 

Having been doing this for about 30 years, and have worked with the likes of Kris at Continental, Terry at Precision Industries, and Andre at Edge, I have found that when foot braking, taking the torque converters rated stall for your particular combination, what has been done to the motor, fuel injection or carburetor, rearend gear ratio, tire size, weight of vehicle, etc. The best 60 foot times (10" or smaller diameter torque converter) are when you launch at about 40% of the rated stall rpm of the TC. This is to get the best flash (highest torque multiplication). Example; a 4,500 rpm stall, will like about an 1,800 rpm launch. I have seen this type of launch do very well in terms of consistentcy, and is much better than a trans-brake in terms of reliability. Trans-brakes take away from the torque converter in terms of torque multiplication. The only plus that I have seen over the years with trans-brakes is that they can be more consistent for bracket racing, but bracket racing is not drag racing. Most properly prepared vehicles will actually 60 foot better with foot braking, I have seen this many times over the years, and with fuel injections superior throttle response (when setup correctly) this is even more true than before with carburetors.

 

so a 3200 stall u wanna launch at around 1200 ish? wat about a stock converter?

 

The converter is one part of it, you have to consider tires, suspension, motor setup and track conditions. Every car is going to be different, that's why they have TnT to feel how the car is going to react.

You just can't pull a number out of the air and say that will fit for everyone.

 

i see

 

There's also other factors besides stall speed.

My 8" converter has a 2.6 multiplier in it and stalls around 6000 behind my engine. My last few runs last fall came out to a slippage factor of 3.2%.

A similar sized converter with a similar stall but has a different multiplier and slippage will react differently. You can also get an 8" converter that stalls at 4000 rpm and a 10" converter that stalls at 4000 rpm and they'll react much differently.

Go look in the Stock Eliminator pits and you may see racers swapping out converters to use one that reacts differently to the track conditions etc.

 

When I had the auto in the Camaro the best 60' was with WOT against the brake (~4,500rpm) but that felt pretty violent and I assume it was hard on the car, though nothing broke. That was good for ~0.10 sec over leaving at ~2,500rpm and "flashing" it. On the 27Tis doesn't turn a wheel and is very consistent leaving at 2,500 on a throttle stop with the transbrake. It will run at least 2/10's quicker leaving at WOT on the brake (~5,000rpm) but the consistency goes away.

In general, if you are not traction limited the bast times are obtained when the converter stalls a few hundred rpm below peak power and leaving at that rpm with WOT.

Rich

 

After experimenting for quite a few passes, I found that my 3200 Vigilante liked to leave around 1100-1200 RPM for my best 60' times, rather than a full power footbrake fighting the brakes.

 

i'll keep that in mind. i am going to get a 3200 vigilante converter in the future