yup! gotta see what the combo wants. going to something like a 1.58 first gear which worked great for us. wouldnt work for most people, but it allows us to manage the power better with that converter.Pick one and use the converter.
As you make updates and start making more power, sometimes you find that the SLR getting higher than about 10:1 can COST you ET, especially on a small tire deal or on a marginally prepped track or in a car that doesn't leave well to begin with.
Lot of variables.
On a turbo car, sometimes you'll benefit from "loading" the engine a little more, which can be done a lot of ways. Converter. Final drive. Trans gearing. etc. Notice I stressed "converter". It's important. Or on a manual shift, the clutch. A serious setup is not using a King Cobra, but something that's adjustable, which might be tough to get dialed in on a turbocharged car.
A lot of guys have found great success with a powerglide, which is basically leaving in 2nd gear of most 3 speeds. In theory it shouldn't work. In reality it does. Point being sometimes we can benefit from trying different stuff.
I feel a downside to an automatic is the converter and it's torque multiplication. That high multiplication factor only lasts for a few tenths of a second, but it dictates a less efficient overall setup for the remaining 98% of the run. The basic reason for dumping charge pressure on the hit is reducing the converter's initial multiplication factor.That's the downside to a manual. No converter. The converter converts torque; a fluid coupling. It also MULTIPLIES torque. It's not uncommon to see a 3:1 torque multiplication ratio, which means if you put 1,000 lb-ft into the converter, you can get up to 3,000 lb ft OUT of that converter. THAT is how an automatic can be faster than a manual, and is also why a powerglide-with 1.58-1.76-1.82-1.90 first gear ratio actually works. If you had a stick shift with a 1.76 first gear and dumped the clutch-even with an adjustable clutch-it wouldn't 60' as well as an auto would with the same low gear ratio. Where a stick shift shines is in a vehicle that has a really narrow power curve, in that the 3, 4, 5, 6 speeds are close enough in ratio to keep the engine in it's power curve. Auto's are catching up but still have a ways to go in that department. The new 10R80 is nearing manual shift territory in that respect.
Even more people overlook how much ET can be found in the clutch! IMO, swapping to an automatic is a step backward when you have the clutch figured out.so many people over look how much ET can be found in the converter!
it would be interesting to see what someone REALLY good with a clutch could do with a radial tire VS what we do with the converters to leave the line...Even more people overlook how much ET can be found in the clutch! IMO, swapping to an automatic is a step backward when you have the clutch figured out.
It's actually easier to do radial with a clutch than it is with a converter, specifically because the clutch lacks the multiplication factor. The key with a clutch is controlling the inertia dump into the tire, you don't do that with a conventional adjustable clutch.it would be interesting to see what someone REALLY good with a clutch could do with a radial tire VS what we do with the converters to leave the line...