This local guy is selling one because his engine blew. Any reason i should wait for a good 9.5"

What is the diffrence in a 8 and 9" converter?
good and bad

 

It is a 3200 stall I have the following mods

4l60E built trans with shift kit
3:73 gears(ready to be installed)
LT Headers
LT4 KM
LCA
Panhard bar
Morosoo CAI

My goal with the car is to get to mid 12's and still be very streetable, MY wife also drives this car, and this is are only "leagal" car as of right now

 

Is there something else i can tell you?

 

Maybe try posting in the drivetrain forum

 

8" just doesn't sound right, what brand is it and is it maybe a pure race piece? I really can't see the lockup clutch working well if it is that small. With a 9.5 you need better friction material and to modify the tranny slightly to help it engage quicker to make it last.

 

In my opinion, I would go for a 9 1/2' or 10" 2800 stall converter.
You also will need a good tranny cooler.
In my simple opinion, I have heard too many stories about a 3000 and higher issues with converters, they tend to eat a lot of gas (I have a 3600 stall), and you don't yet have the mods to support a converter that will go that high in the rpm range to take advantage of it.

However, that is just my opinion.

 

A lock-up clutch would never live in an 8" converter. I'm not aware of anybody building 8" converters for a 4L60E. An 8" converter would build waaaay too much heat trying to run it on the street. DEFINITELY NOT A DAILY DRIVER CONVERTER!

Frank
All-Trans Transmissions

 

Roughly 1", I'd guess

Sorry...Couldn't resist...LOL

 

well now,this is interesting,i guess i dont need to send him your email Frank.

 

The extra inch of diameter gives almost 50% more internal volume (oil capacity) and about 25% more vane area. Here's where one inch extra can mean a LOT.

TC absorbs engine power, especially at stall. Heat buildup is approximately proportional to oil volume. Stress on the inner parts is approximately proportional to vane area.

8 inch TCs are generally used on sub 2.0L engines in OEM applications. If it's a production based TC, even a stock LT1 is putting probably 3 times+ the torque into it at 3200 as the little engine did at it's low 2000 rpm stall, so it's probably borderline for structural integrity.

My $.02