your gonna love it
we had it set for 3k when we figured on ~500whp
in actuality at 600+ it was stalling way too high for the cam and motors powerband, converter was flashing near 4k. i built this thing for Tq...we dont need as much help from the converter at part throttle driving
when dave built our new trans we had it inspected and restalled for 3k at ~650whp and 600+ftlbs
before the IS broke the thing drove perfect, converter was nice and tight, drove better than a stock car, but get over 3psi and it starts to stall up
it should help us in the back half with it being more efficient.
also they said the TCC material looked fine with no damage but we only locked the TCC at part throttle, never comanding lockup at anything near wot.
we initially figured on having to lock the tcc in 3rd at the 1/2 mile event if we got near 160.
as it was we hit 149 in 3rd with the tcc unlocked at 22psi and engine rpm was well below 7k...sorta wished i had logged slip...cause we snapped the IS the first time to the track at 22psi. converter is fine....she wallored out the converter bushing with some cosmetic damage just inside the snout but it's perfectly fine.
even before with it stalling higher it drove craploads tighter than any restalled oem type converter, youll love it
clean all the god damn paint out of the bolt holes, and dont use locktite, you dont need it and its a pita
i do recomend putting an indicator on the flexplate to ensure its straight, then bolt on the converter and indicate in on the snout. we were fine at only 4thou off (might have contributed to the bushing wear when the IS no longer helped hold rotating centerline straight)
the billet meziere flexplate is a nice piece but if your stock i recomend indicating the flexplate in as ive straightened wayyy too many oem units (few blows with a deadblow are all ya need)
these do not have anti balloon plates on the snout side, not enough room with our trans/converter snout design
damn good converter....wood have em do an 80e unit for me
regards, James
