turbomatt1 said:
Your logic sounds great, & you obviously have good mechanical intelect, as your grasp of what should & shouldent work is perfect. (I agree that a transbrake would / will be ugly (Mr Morrison's been playing with one) But in reality, at over 1000ftlbs of torque (wich is where he'll be if he gets close to 500hp) Fluid stall speed is little more than a suggestion when you anchor it to a 5000+ pound vehicle. (unless you come up with a converter thats about 3 feet across!)
I have a 7000lb 1-ton making around 400hp / 850ftlbs. I added a billit converter with a tow stall (much lower than stock) & in fluid drive, it changed the whoal truck. It bangs a little hard when going from D to R, & the idle is lower than I like with the air on (will stall when hot), but I love it, as the overall driveability is substantially improved. BUT, at WOT, it will still flash almost as high as the crap stocker did! (that's when I use "The Switch" ;-)
So you use lock-up right off the line?
My stock converter stalled at 1800 RPM, which was what my Goerend's is supposed to stall at. The difference being that the Goerend's is supposed to take a lot more torque before that stall gets any higher.
You're saying that any of the big-power converters from Goerends, Suncoast, DTT and ATS don't stall at 1,000 ft lbs?
You got 500 HP out of a P-pumped WH1C with no drugs? What boost and EGT's were you seeing?
Going by Suncoast prices:
Non-Lock-Up 4-speed: $2295
Non-Lock-Up Converter: $683
Lock-Up 4-speed: $2695
Lock-Up Converter: $1295
So that's an extra $400 in the transmission, and an extra $612 in the converter. Plus $5 for the switch (
) and it's an extra $1017 to add lock-up. And since Suncoast only considers the 3-speed non-lock-up as $400 out of the $800 core charge on the 4-speed non-L/U, I don't know if you can get anything for it as a core for the 4-speed L/U. There's also the adapter housing.
I would imagine that a built 3-speed would be a few hundred cheaper than a built 4-speed too, and then you wouldn't worry about the expense of mounts and driveshafts either. But I couldn't find any Diesel shop to rebuild my 727.
Is there a reason why you couldn't run a manual valve body in a L/U trans?
Since the truck in question has no intercooler stock, water injection becomes the cheap alternative.
If I had to put money on it, I'd say that lock-up would shave 5% off of the hypothetical 13-second time. So 12.35 seconds, or a .65 second difference.
