TC ?- mayb if someone answers it this way
02-04-2005, 10:17 AM
#1
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TC ?- mayb if someone answers it this way Mayb if someone answers this itll make more sense
2002 Trans Am WS6 w/ SLP Flow pac QTP LT's catted Y GMMG and a tune on Goodyear Eagle F1 GS-D3's
vs.
2002 Camaro Z28 w/ Flow pac FLP LT's no cats GMMG same tires as above with a stall i think 2800 or 3000
assume both cars would have the exact same dyno numbers-Prior to the Z's higher stall-same weight as well
from a dig who would win, from a roll who would win
where would the stall benefit if at all especially from a roll?
whose top end should be better and what type of diff. would i see on a dyno?
please answer to the best of your knowledge feel free to use examples, post videos whatever you can thanks
-Adam
2002 Trans Am WS6 w/ SLP Flow pac QTP LT's catted Y GMMG and a tune on Goodyear Eagle F1 GS-D3's
vs.
2002 Camaro Z28 w/ Flow pac FLP LT's no cats GMMG same tires as above with a stall i think 2800 or 3000
assume both cars would have the exact same dyno numbers-Prior to the Z's higher stall-same weight as well
from a dig who would win, from a roll who would win
where would the stall benefit if at all especially from a roll?
whose top end should be better and what type of diff. would i see on a dyno?
please answer to the best of your knowledge feel free to use examples, post videos whatever you can thanks
-Adam
02-04-2005, 10:58 AM
#2
Are both cars Autos? I would guess so.
From a dig, if the stalled auto can hook, the non-stalled auto is toast! Otherwise, the stalled auto will chase the non-stall auto down and possibly pass it, but it will be close.
From a roll, the stalled auto would get a big lead. The benefit will be in the lower rpm range, where the stock stalled auto will have a dead spot, possibly stuck in the lower rpm range just above the downshift point. That is where the stalled auto would gain an advantage.
The top end MPH shouldn't change much, they should both be +/- 1 mph from each other. The converter helps on the lower end by supplying torque amount to the rear wheels.
On the dyno, the stalled auto will dyno less than the stock stalled auto by anywhere from 10-30 rwhp. But if you lock both converters, you will not see a big difference (+/- 10rwhp).
From a dig, if the stalled auto can hook, the non-stalled auto is toast! Otherwise, the stalled auto will chase the non-stall auto down and possibly pass it, but it will be close.
From a roll, the stalled auto would get a big lead. The benefit will be in the lower rpm range, where the stock stalled auto will have a dead spot, possibly stuck in the lower rpm range just above the downshift point. That is where the stalled auto would gain an advantage.
The top end MPH shouldn't change much, they should both be +/- 1 mph from each other. The converter helps on the lower end by supplying torque amount to the rear wheels.
On the dyno, the stalled auto will dyno less than the stock stalled auto by anywhere from 10-30 rwhp. But if you lock both converters, you will not see a big difference (+/- 10rwhp).
