i have a question i had my engine rebuilt and i think the guy put the wrong converter in my car it feels sluggish and my rpm is high at 60 mph I'm doing 3000rpm i talk to a tranny guy i told him my cam spec and he said i have the wrong converter here is my cam spec Cam Style: Hydraulic flat tappet

Basic Operating RPM Range: 1,800-6,000

Intake Duration at 050 inch Lift: 230

Exhaust Duration at 050 inch Lift: 236

Duration at 050 inch Lift: 230 int./236 exh.

Advertised Intake Duration: 274

Advertised Exhaust Duration: 286

Advertised Duration: 274 int./286 exh.

Intake Valve Lift with Factory Rocker Arm Ratio: 0.520 in.

Exhaust Valve Lift with Factory Rocker Arm Ratio: 0.523 in.

Valve Lift with Factory Rocker Arm Ratio: 0.520 int./0.523 exh.

Lobe Separation (degrees): 110

Computer-Controlled Compatible: No

Grind Number: OL XE274H-10

and the converter i have is a 22-2600 stall the tranny guy said i should be running at least a 1800-2200 stall is this right?

 

what rear gear do you have in car,the higher the stall the more it feels like its slipping on take off unless your into throttle, other things come into play with cam and converter

 

3.42 gear

 

What tranny do you have?

 

What engine?

 

TH350 thinking about going to a 700r4

 

350 rocket bored 40 over with roller rockers

 

What pistons are in it and what is the compression ratio? That is a fair amount of cam for a 350. 3000 at 60 MPH with 3.42s is about right, depending on the tires. The stall speed of the converter really does not have a lot of effect at crusing speeds. Also, contrary to popular belief, a GOOD converter is NOT sloppy. It will slip a little at part throttle, but not a lot, and stall properly under WOT.

 

Along the same lines I was thinking. If the compression is low that cam its going to be a turd down low. I think the converter you have is about right if not a little too low of stall. What does it flash to? (not the advertised stall range)

 

X2. I'll bet they used a dish piston. I'm pretty sure the speed pro flat tops, 2320 or 2321, aren't available in a .040 over.

 

If that is the case, Cr is around 8 to 1 and that cam is waaaaaay too big.

 

cr?

 

Compression ratio.

 

This is what's in my engine
TORQUE CONVERTER 11-INCH GM 22-2600 by honest charley p# bma400000

Comp cam UPC:036584067771
Cam Style:Hydraulic flat tappet
Basic Operating RPM Range:1,800-6,000
Intake Duration at 050 inch Lift:230
Exhaust Duration at 050 inch Lift:236
Duration at 050 inch Lift:230 int./236 exh.
Advertised Intake Duration:274
Advertised Exhaust Duration:286
Advertised Duration:274 int./286 exh.
Intake Valve Lift with Factory Rocker Arm Ratio:0.520 in.
Exhaust Valve Lift with Factory Rocker Arm Ratio:0.523 in.
Valve Lift with Factory Rocker Arm Ratio:0.520 int./0.523 exh.
Lobe Separation (degrees):110
Grind Number:OL XE274H-10
Computer-Controlled Compatible:No
Lifters Included:Yes
Lifter Style:Hydraulic flat tappet

CCA-1441-KIT rocker arm kits
Rocker Arm Mounting Style:Stud
Rocker Arm Ratio:1.6
Rocker Arm Style:Roller tip
Stud Size:3/8 in.
Shims Included:No
Rocker Arm Material:Steel
Self-Aligning:No
Rocker Arm Body Style:Standard
Rocker Arm Nut Style:Self-locking
Slot Style:Long
Maximum Spring Diameter (in):1.500 in.

HRS-98411 valve springs
Number of Springs Per Valve:Single
Outside Diameter of Outer Spring (in):1.437 in.
Coil Bind Height (in):1.050 in.
Damper Spring Included:Yes
Spring Rate (lbs/in):246 lbs./in.
Inside Diameter of Inner Spring (in):0.960 in.

SLP-L2320F pistons
Bore (in):4.057 in.
Bore (mm):103.048mm
Piston Style:Flat top, with no valve reliefs
Piston Material:Forged aluminum
Compression Distance (in):1.612 in.
Wrist Pin Style:Press-fit
Pin Diameter (in):0.980 in.
Piston Ring Thickness:5/64 in. x 5/64 in. x 3/16 in.

HOK-3901-1HKR headers
Header Style:Full-length
Header Material:Steel
Header Finish:Silver ceramic coated
Weld-Up:No
Primary Tube Diameter (in):1 5/8 in.
Collector Attachment:3-bolt flange
Collector Diameter:2.500 in.
Tuned:No
Primary Tube Length (in):29 in.
Primary Tube Gauge:16-gauge

 

That's a 10.0:1 motor. With that cam and converter it should run well.
I'd check cranking compression first, then do a thorough checking of the distributor advance.
Then check carb jetting etc. Theoretically there's no reason for it to be a pig.

 

Took my car to the transmission shop it was the damn kickdown cable needed to be adjusted wow big difference overdrive would be still good.