Variable Pitch Stator
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From: Elswhere
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From: Elswhere
For the most part, I like the stock manners of the car. However, I want higher stall, better efficiency, and no tire spinning. These 4 things don't all work together, so I have to play around with it. I like things to be right, not almost right. Once I get the money, my car will be right, even if I have to make everything myself (stall included).
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From: Michigan
So beef up your suspension, get some tires, tthheennn get your stall....High stall, better efficiency, stock manners, with little if any tire spinning. And if it is stock, shouldn't you be completing your exhaust first? Just over 2 years I've owned my car and I can say now it's ready for a stall.
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From: Elswhere
I'll probably do most everything at once. I plan on creating some sort of new interior, since god frowned upon the original. That + sound deadening + tires + engine + trans + rear + tuning all starts to add up, so it'll be awhile before I do anything. Not sure on suspension, I don't want it to be rough or lowered.
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From: Elswhere
Sounds good, though I do have some simple questions:
How hard would modifying a 4l80e pump for variable pitch be?
How hard would modifying/creating a stator for a modern stall be?
What is the efficiecy of old vs new converters (given similar str)?
essentially, what would be the difficulty/expense of having OD + lockup + VPS?
And if the TH400 is the only way to go, how much converter efficiency (if any) is lost?
How hard would modifying a 4l80e pump for variable pitch be?
How hard would modifying/creating a stator for a modern stall be?
What is the efficiecy of old vs new converters (given similar str)?
essentially, what would be the difficulty/expense of having OD + lockup + VPS?
And if the TH400 is the only way to go, how much converter efficiency (if any) is lost?
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You are going to spend serious time and money on setting up a 4l80 pump and converter and input shaft to function as the original 400 vp parts did. If you have the funds to do it you can contract someone to build you a one of a kind set up.Im not getting into converter efficiency and STR,there are too many variables involved in this and even with a power output number and vehicle weight my guesses would be nothing more than predictions,as would anyone elses.If you want to know how the system works Ill give you 5 minutes of my time for an explanation.If you need any info other than that its not going to be free.
I doubt you're going to get variable pitch and lockup,
together. And lockup basically gives you the variable
that the low stop of the switch pitch gives you -
negligible highway slip - while the modern high stall
converters go better on stall speed and STR at the
other end, as well as being maybe 20 pounds lighter.
Two ways to skin it, but I'd stick with modern if I
were you.
together. And lockup basically gives you the variable
that the low stop of the switch pitch gives you -
negligible highway slip - while the modern high stall
converters go better on stall speed and STR at the
other end, as well as being maybe 20 pounds lighter.
Two ways to skin it, but I'd stick with modern if I
were you.
