Quote:

---

Wallace calculator says 6.2 slip for my 4200 9.5" Dynamic , Bummer

---

Quote:

---

Wallace calculator says 6.2 slip for my 4200 9.5" Dynamic , Bummer

---

I have about 6.8% slippage on my 8" conv and I dont
think its too bad... I know we would all like to see
3% but I wouldnt want to change my conv (I would like
to increase the stall about 500 rpm but afraid it might
come back messed up)... mine stalls at 5600 and would
like it at 6100

Quote:

---

Automatic transmission guys, how much over max hp are you guys crossing the lights at Do you consider torque slip

---

Quote:

---

Quote:

---

Automatic transmission guys, how much over max hp are you guys crossing the lights at Do you consider torque slip

---

It depends if the engine drops like a rock or hangs on after peak.

---

I had a 8 inch Art Carr when Art first started making converters, it would drop less than 1000 RPM on each gear change The stock 11 inch street hemi converter would drop 1300 to 1500 RPM, depending on what RPM I shifted it at The 8 inch was .3 to.4 slower on the ET and 3 to 4 MPH slower than the stock converter was We ended up with a BM 069J 9 inch converter, which was .3 to .4 quicker than the stock converter was and maybe 1 mph slower, it would drop almost identicle RPM as the stock converter did on the gear changes. To figure the converter slippages I measure the circumference of the tires(actual, not what is stated by the tire company (tires wear and all tires are not create equally ) I take the circumference and the trap RPM to figure the calculated MPH and divide the actual MPH into the calculated MPH and that is the actual percent of slpppage, IE calculted MPH = 133 and time slip MPH is 127 the percent of slippage is 4.52 % (or whatever the calculator says )Tire circumference and accurate tach RPM play a big role in getting a accurate number

Quote:

---

Quote:

---

Automatic transmission guys, how much over max hp are you guys crossing the lights at Do you consider torque slip

---

It depends if the engine drops like a rock or hangs on after peak.

---

My engine drops 10 hp from 5500rpm to 6000rpm but my torque drops 66 ft lbs
So now what

Quote:

---

Quote:

---

Quote:

---

Automatic transmission guys, how much over max hp are you guys crossing the lights at Do you consider torque slip

---

It depends if the engine drops like a rock or hangs on after peak.

---

My engine drops 10 hp from 5500rpm to 6000rpm but my torque drops 66 ft lbs
So now what

---

Quote:

---

Quote:

---

Quote:

---

Quote:

---

Automatic transmission guys, how much over max hp are you guys crossing the lights at Do you consider torque slip

---

It depends if the engine drops like a rock or hangs on after peak.

---

My engine drops 10 hp from 5500rpm to 6000rpm but my torque drops 66 ft lbs
So now what

---

Forget the torque. If your valvtrain can take it, gear and converter it to cross where HP drops around 40hp or so, for starters. You wouldn't believe how far past peak HP well scienced out cars go. The converter is critical not only for flash stall, but also fall-back rpm on the shift. It takes numerous changes to hit the right combination.

The fastest SS cars in the country cross at almost 10K. They make peak well below that.

---

WOW , I have good stuff in my 505 but that seams a little over board for a weekend warrior like myself.

Quote:

---

My 518 C.I. low deck pump gas street motor made peaak torque at 4600, peak HP at 5800 RPM(CNC ported Eddy RPM and a stock Eddy six pak intake and stock type Holley 1970 440 vacume carbs. The car ran the quickest and fastest by shifting it at 7300+ RPM in 1st and 2nd gear, it would cross the finish line at or close to 6200 RPM best ever Way past peak anything on the gear changes work best for the results I did later change converters in the car with a different motor and pick up 4 MPH in the 1/8 mile

---

What weight car and stall
I'm listening

Quote:

---

Quote:

---

Quote:

---

Quote:

---

Quote:

---

Automatic transmission guys, how much over max hp are you guys crossing the lights at Do you consider torque slip

---

It depends if the engine drops like a rock or hangs on after peak.

---

My engine drops 10 hp from 5500rpm to 6000rpm but my torque drops 66 ft lbs
So now what

---

Forget the torque. If your valvtrain can take it, gear and converter it to cross where HP drops around 40hp or so, for starters. You wouldn't believe how far past peak HP well scienced out cars go. The converter is critical not only for flash stall, but also fall-back rpm on the shift. It takes numerous changes to hit the right combination.

The fastest SS cars in the country cross at almost 10K. They make peak well below that.

---

WOW , I have good stuff in my 505 but that seams a little over board for a weekend warrior like myself.

---

It probably is overboard for a "WW"......but if you want to squeeze every last bit, that's how you run em'.

Quote:

---

Quote:

---

My 518 C.I. low deck pump gas street motor made peaak torque at 4600, peak HP at 5800 RPM(CNC ported Eddy RPM and a stock Eddy six pak intake and stock type Holley 1970 440 vacume carbs. The car ran the quickest and fastest by shifting it at 7300+ RPM in 1st and 2nd gear, it would cross the finish line at or close to 6200 RPM best ever Way past peak anything on the gear changes work best for the results I did later change converters in the car with a different motor and pick up 4 MPH in the 1/8 mile

---

What weight car and stall
I'm listening

---

The 10 inch converter would foot stall right at 2300, flash stalled 3800 to 4300 depending on which motor and the track altitude. The 8 inch converter foot stalls near 3000 RPM, flashes 5100 - 5200 RPM. The car weighs 3450 lbs with me in it, 4:10 gears.