Chuck, contrarry to your thoughts, your probably faster running this car the way it is then getting a new converter and shifting at 5600.

Your engine seemed to carry ok past peak. That's very important for running fast down track. Woth your fallback after shift, your in a higher Hp level. Our fast NA stuff usually stall high with 900rpm fallback. We would run a converter say 8300 and shift is 9400. That SBford peaked at 8900. That combo set call record and ran 4.70s in the 1/8 in 2850 lbs car on 29.5 x 10.5 tire.

Now how does it drive on the street?

 

Forget those calculators. You want a converter that allows the motor to accelerate the best. Typical jumping off point for dag race stall with a T400 would be your shift point minus 1200 to 1500 RPM. On gear change your RPM should be above max torque. If you are planning on doing bracket racing looser usually makes the car more consistent. As for slip 14 is not that unusual. A good quality converter can improve that.

 

I don't drive it on the street anymore..

 

I hope I never say that! 🤣 Seriously, you're giving me hope for getting scolded at the track. Congrats on the solid 10s.

 

[QUOTE=fleming442;1515909]I hope I never say that! 🤣

It just kind of happened.........

 

Chuck the dyno sheet posted peaked @ 5600 with 604 and still had 592 at 5800. So still making good power. I would have pulled till about 40Hp loss or 6500. Then that will give an better idea on where it falls off.

 

My shift point is 5800 and it only drops to 52-5300

 

Another thing I notice is a pretty big difference between warm and hot. That got me thinking about fluid. The fluid in there now is a generic pennzoil. Maybe worth changing the fluid to something that can handle heat better

 

Interesting, I probably do shift early

 

Chuck, it's all about power, YES your down a bit from peak, but it's the power on fallback if your up say 400 rpm, you can see how much more power you have.

So your engine, 604Hp @5600. So if you have 1500 fall back, then at shift your down to 4100rpm and 519Hp. But shift at 6000 with fallback to 4500, your up to 565Hp. So after the shift your playing with an extra 46Hp

 

it’s flat lining from 5,200 thru 5,600

there isn’t anything after that. To me you should be crossing the stripe between 5,700 and 5,800 just past your peak power. your mph isn’t increasing so your rate of acceleration is about zero

whats the car weigh now after all the changes?

a new low first gear ratio would really help…$$$ 😁

 

 

My fallback isn’t 12-1500, it’s 500. So I would still need to tighten this converter up a little at least.
Which is why I’m wondering if some 30w trans fluid is worth a shot

 

Chuck this is why it better to run it higher BEFORE gear changed as it's a shorter time the pushing it past peak in high gear.

My 70 W30 clone convert was 3840 I believe with my 220 lbs in it.

 

I believe you said the current stall is 4900. That's not too far out from the ordinary. Typical is 200-300 over stall. Remember the numbers I have been giving you are typical not exact. Finding the best converter takes a lot of work sometimes. The problem of inconsistency if caused by the converter will not change with viscosity. Cooling the fluid so your temperature stays more consistent can help that. You can switch to a good synthetic, it doesn't have to be for racing.

 

Only made it to the track twice this summer for a total of 4 runs! Boooo! Summer is too short!
At least I made a PB but with a less than best 60' at 1.48. I did have a 1.38 with a slower time (can't remember why).
It sure likes the tighter converter (3000) compared to the 4500-4900 I had in there. I would love a $$ converter than leaves at 4100 but..
Another thing I did get to play with was a trans brake and rev manual vb I put in last winter. It is fun, I like it but with the trans brake on and full throttle (3000 rpm on the tach), it blows the tires off. I basically have to hold at 2000 or lower to hook.
I do have some suspension work, adjustable uppers, bushings, ARB bar. (4.0deg pinion angle).
But I need to do more suspension to take advantage of the trans brake. Stock springs and shocks at the moment. As far as what to do, I know the sky is the limit. Next year at least double adjustable shocks front and rear??

 

For the you-can't-run-aluminum-rods-on-the-street crowd: the 468 just did 7500 miles in 22 days with 6 days of 1/8th miles passes (because drag and drive) in the 1st half of the trip. Best run was a 7.41@96.69 with a crappy 1.75 60'. It saw elevations racing of 5400 and 6700, and street time as high as 9200 and 10,630ft with only oil changes. I never even took the air cleaner off. It wasn't cheap, but it's a bad bullet.