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| | =Examples of different applications= | | =Examples of different applications= |
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| − | Details of 5 different combinations:
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| − | *Combination 1: 1979 Firebird. 150-HP 301 with a slightly leaky Q-Jet hurting MPG but not driveability, backed by a T-350, a 2.73:1 axle, and on new Firestone 215/75R15 tires.
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| − | The converter was an 1800-stall. I could, occasionally, chirp a tire from a dead stop. But i soon got curious about the converter slippage: Cruising along at 55 MPH, lift off the throttle, the RPM instantly dropped 200 RPM. Ease back into it, it came back up by 200 RPM. In later years, I came to learn that this is typical of most stock GM converters, though I doubted, and still doubt, that that converter was stock.
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| − | But then I tried it the other way: stomping the gas, RPM climbed another 200 RPM. Did that mean a total of 400 RPM of slippage? Yes, a total slip at WOT of 400 RPM.
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| − | Lesson learned: normal slip of torque converters. Also applies to lockup style when not locked.
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| − | *Combination 2: 1978 Camaro LG3 ( 145-HP 305 ) TH350, swapped stock 1200-stall for B&M TorkMaster 2000 converter, 3.08:1
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| − | axle, 235/70R15 tires. This converter was stock, it was 1200 RPM flash stall.
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| − | A change to a B&M converter gave my combo a 1700 RPM flash stall. It felt like I had swapped to a 350, when launching. And by launching, I mean flooring the gas the instant the light went from red to green. It pushed me into the seat noticeably more, and I loved it. But I was in for another surprise. I finally stopped playing in traffic and got on the highway. I was so stunned to discover my slippage wasn't 200 RPM. It was just 50 RPM! So I stomped the go pedal, the RPM shot up by another 350, for a total of 400. After all, my previous 1978 / LG3 / TH350 / 1200 / 2.41:1
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| − | / 205-75R14 Camaro did 23 MPG with a best of 26.
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| − | *Combination 3 : A 1965 Mustang. It had an 8.3:1 302 with Roush 200 heads, a Comp Magnum 292 cam, headers,
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| − | intake, carb, 3500-stall, C4, 3.80:1 spool. Tires were 25" diameter.
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| − | That thing needed 10.5:1 compression, but a full summer of tuning got it driveable. To the point that he swapped
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| − | street radials for drag tires. Then we went out to the exact center of nowhere, did up the 5-point race harnesses,
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| − | and he let it fly.
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| − | If you've ever felt a jet plane on takeoff, this puts them all to shame. Nothing you've ever experienced at any
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| − | amusement park even comes close, either. This was like God's own pillow-covered sledgehammer to the heiney.
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| − | First experiences are always more vivid than follow-ups, and that's the case here.
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| − | *Combination 4: A 1985 Camaro with a mildly modified L69, 700R-4, 3.42:1, and sticky 215/60R15s. I decided on a B&M TorkMaster 2400. It drove pretty stock, until I swapped the heads. No traction in first gear, very very fun!
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| − | *Combination 5: A 1995 Camaro Z28 convertible with the LT1, 4L60E, 2.73:1, and 235/55R16s. My flash stall was now 2400, twin black stripes became effortless, from a rolling 5 MPH start, and even starting with the 4-wheel-disc-brakes applied enough to keep the car stopped, getting both tires
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| − | turning took like half throttle.
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| − | But the driveability? It was hell. My slippage was always 1200, maybe because someone or something had caused it
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| − | to fall off a workbench some weeks prior. But no denting was found. Still, lockup no longer worked. I replaced the trans, and still no lockup.
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| − | Great converter for playing, needs some rear gear.
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| | =Choosing a Stall Converter= | | =Choosing a Stall Converter= |
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