my dyno sheet- help choosing nitrous converter
Thread Starter
Joined: Jan 2005
Posts: 15,713
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From: Humble Texas
my dyno sheet- help choosing nitrous converter here is my sheet. it's showing 3rd gear locked the entire run. it is also a motor pass on this sheet through 29" tires on 18" wheels (probably makes no difference) i am currently running a circle d 3,600 that was built for 4.10 gears, but i have switched to 4.30 gears.
race weight: 4,400 or so
4l60e and 4.30 gears
bogarts with 28x10.5x15 mickey t tires.
i have 2 stages of nitrous with as much as i can hook out of the hole, and plan to hit the rest as soon as 2nd gear hits. most likely 125 to 150 out of the hole...and im wanting to work my way up to a 250 shot in the end. looking at my sheet, i was thinking about 4,000 to 4500 which would probably work great for all motor, but i dont know exactly how to spec a converter for nitrous use. can any of you guru's make a recomendation, and explain why so i can learn. Thanks
oh, i already have a 3 disk circle D that i plan to restall so i dont need a brand recomendation, just a size.
race weight: 4,400 or so
4l60e and 4.30 gears
bogarts with 28x10.5x15 mickey t tires.
i have 2 stages of nitrous with as much as i can hook out of the hole, and plan to hit the rest as soon as 2nd gear hits. most likely 125 to 150 out of the hole...and im wanting to work my way up to a 250 shot in the end. looking at my sheet, i was thinking about 4,000 to 4500 which would probably work great for all motor, but i dont know exactly how to spec a converter for nitrous use. can any of you guru's make a recomendation, and explain why so i can learn. Thanks
oh, i already have a 3 disk circle D that i plan to restall so i dont need a brand recomendation, just a size. What does the converter flash to now on the motor? What size is the converter (diameter, not stall speed).
I'd say that 3600 is probably pretty close if you're going to spray it.... That's where mine is. It could probably stand to be a little looser, but not much.
I'd say that 3600 is probably pretty close if you're going to spray it.... That's where mine is. It could probably stand to be a little looser, but not much.
For one thing I think your gear is to low. You may need to go to a 3:73 or 3:90. Have you ran this car in the 1/4. I run a 28x10.5 and a 3;73 gear. I used to run a 4l60e. A i did try a 4:11 and I was bouncing off the limiter at the qtr.
Have you ran the car in the qtr?
What rpm are you crossing the line?
What does your cam spin to?
Have you ran the car in the qtr?
What rpm are you crossing the line?
What does your cam spin to?
Thread Starter
Joined: Jan 2005
Posts: 15,713
Likes: 7
From: Humble Texas
For one thing I think your gear is to low. You may need to go to a 3:73 or 3:90. Have you ran this car in the 1/4. I run a 28x10.5 and a 3;73 gear. I used to run a 4l60e. A i did try a 4:11 and I was bouncing off the limiter at the qtr.
Have you ran the car in the qtr?
What rpm are you crossing the line?
What does your cam spin to?
Have you ran the car in the qtr?
What rpm are you crossing the line?
What does your cam spin to?
it's a 9.5" circle d tripple disk converter.
Thread Starter
Joined: Jan 2005
Posts: 15,713
Likes: 7
From: Humble Texas
9.5. with the 4.10 gear it was flashing 3500 rpm dead hooking on motor. i havent sprayed this converter on the track yet. as i understand, going from the 4.10 to the 4.30 will actually lower my flash point a little due to it being easier to get the weight rolling.
Wow. Can't believe I missed the 4.30 thing... That does need to change if it's a 1/4 mile car... If you're only running the 1/8 it'll be fine. Still curious as to if you have any numbers on where the converter flashes on motor/nitrous now.
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Thread Starter
Joined: Jan 2005
Posts: 15,713
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From: Humble Texas
lol TRUCK! 4,500 LBS...this is not too much gear. im pushing roughly 1,000 more weight than you guys and have zero aerodynamics so my MPH is nowhere near as impressive as a light weight aerodynamic camaro.. im looking to trap 126 mph which is peak HP....i can go past peak just a little and make 130mph.
in my last post before i mentioned the flash points.
TRUCK!:
in my last post before i mentioned the flash points.
TRUCK!:
Last edited by TXsilverado; Aug 26, 2010 at 12:51 PM.
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Verdad Gallardo lol TRUCK! 4,500 LBS...this is not too much gear. im pushing roughly 1,000 more weight than you guys and have zero aerodynamics so my MPH is nowhere near as impressive as a light weight aerodynamic camaro.. im looking to trap 126 mph which is peak HP....i can go past peak just a little and make 130mph.
in my last post before i mentioned the flash points.
TRUCK!:
in my last post before i mentioned the flash points.
TRUCK!:
With that small 9.5" converter I'd be a little worried about it blowing through the converter when you spray the big shot. I'd bet it'll flash to 4200 or better now with the small shot. How efficient is the converter up top on the motor? I'd give it a shot as it sits and see how it leaves, and how efficient it is up top...
Good looking truck by the way!
Good looking truck by the way!
Thread Starter
Joined: Jan 2005
Posts: 15,713
Likes: 7
From: Humble Texas
With that small 9.5" converter I'd be a little worried about it blowing through the converter when you spray the big shot. I'd bet it'll flash to 4200 or better now with the small shot. How efficient is the converter up top on the motor? I'd give it a shot as it sits and see how it leaves, and how efficient it is up top...
Good looking truck by the way!
Good looking truck by the way!
so even though my peak torque is at about 4800 i dont actually want it to flash there on the nitrous? thanks for the props on the truck. here is a better picture. thats just the first one i could find lol.
My estimate was just a guess. There's no harm in giving it a shot and seeing what it does. Try and get a log of the pass so we can see what it's doing! If it were mine that's exactly what I'd do.
What does Circle D say about locking the converter up top? Where do you plan to lock it? I'm a little concerned about that...
What does Circle D say about locking the converter up top? Where do you plan to lock it? I'm a little concerned about that...
Thread Starter
Joined: Jan 2005
Posts: 15,713
Likes: 7
From: Humble Texas
My estimate was just a guess. There's no harm in giving it a shot and seeing what it does. Try and get a log of the pass so we can see what it's doing! If it were mine that's exactly what I'd do.
What does Circle D say about locking the converter up top? Where do you plan to lock it? I'm a little concerned about that...
What does Circle D say about locking the converter up top? Where do you plan to lock it? I'm a little concerned about that...
If you choose the right converter, you will leave it unlocked at WOT. Adding a triple disc lockup clutch adds unnecessary weight to the combo slowing your acceleration. Go with a 258mm single disc converter. The larger pump/turbine will have more holding capacity on the spray. Chris can fix you up on this.
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2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
Thread Starter
Joined: Jan 2005
Posts: 15,713
Likes: 7
From: Humble Texas
If you choose the right converter, you will leave it unlocked at WOT. Adding a triple disc lockup clutch adds unnecessary weight to the combo slowing your acceleration. Go with a 258mm single disc converter. The larger pump/turbine will have more holding capacity on the spray. Chris can fix you up on this.
That sounds like the logic from the old "variable stall" converters.
Doing that kind of thing is hard on lockup clutches. No matter how well they're built. Just makes me uneasy.
Doing that kind of thing is hard on lockup clutches. No matter how well they're built. Just makes me uneasy.
what about this scenario....im trying to be the first to launch consistant 1.5 60' times in a 2wd extended cab silverado. to do that i need converter and gears. i was thinking with my weight i could gear it down to get out of the hole quicker, then when i make it to peak rpm in 3rd, lock it and run it back up to peak again so i dont run out of mph....at the cost of a little extra weight from the 3 disk setup. im putting more into my 60' at this point than anything. once i get it nailed down, the rest of the run should fall into place.
__________________
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
