YANK tests the GXP before and after converter install
08-17-2010, 10:58 AM
#1
YANK tests the GXP before and after converter install Look here for our new section on the Pontiac G8 GXP converter test
updates on the SS3600 the results of the SS3200 will be up soon.
We think that this new sectoin will help in your choice on converters for the Pontiac G8 GT or GXP.
http://www.converter.cc/
Thanks for your time
Yank
updates on the SS3600 the results of the SS3200 will be up soon.
We think that this new sectoin will help in your choice on converters for the Pontiac G8 GT or GXP.
http://www.converter.cc/
Thanks for your time
Yank
08-17-2010, 01:58 PM
#3
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Intersting... but wont the converter normally be unlocked while WOT in 3rd gear?
I've always heard you lose fuel mileage with a higher stall but you are claiming a 4% increase in mileage, is this only when the converter is locked?
I've always heard you lose fuel mileage with a higher stall but you are claiming a 4% increase in mileage, is this only when the converter is locked?
08-17-2010, 02:46 PM
#5
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08-17-2010, 03:44 PM
#6
Car was in manual 3 WOT off idle to redline
There was no TCC lock up active at any time during test.
MPG was better due to less rotating mass (light billet design) to move the car and the extra power produced at take off due to the STR and the converters over all design quality.
Extra build care is used on all Yank converters to get the most power from the engine to the transmission.
There was no TCC lock up active at any time during test.
MPG was better due to less rotating mass (light billet design) to move the car and the extra power produced at take off due to the STR and the converters over all design quality.
Extra build care is used on all Yank converters to get the most power from the engine to the transmission.
08-17-2010, 04:14 PM
#7
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Car was in manual 3 WOT off idle to redline
There was no TCC lock up active at any time during test.
MPG was better due to less rotating mass (light billet design) to move the car and the extra power produced at take off due to the STR and the converters over all design quality.
Extra build care is used on all Yank converters to get the most power from the engine to the transmission.
There was no TCC lock up active at any time during test.
MPG was better due to less rotating mass (light billet design) to move the car and the extra power produced at take off due to the STR and the converters over all design quality.
Extra build care is used on all Yank converters to get the most power from the engine to the transmission.
Trending Topics
08-18-2010, 07:44 AM
#9
Track testing is not in the plans as to the amount of mods needed to correct the traction issues with the extra power.
We are showing the power to the ground produced with a converter change.
All this info adds up to higher MPH and lower ET's not all cars see track duty.
We are showing the power to the ground produced with a converter change.
All this info adds up to higher MPH and lower ET's not all cars see track duty.
08-18-2010, 10:48 AM
#10
I guess if you let a set of tires hold you back from testing... so be it.
08-18-2010, 01:03 PM
#11
The test preformed here are in a way that can be duplicated by any customer and very repeatable style.
Track testing would not be as accurate due to many variables as the track, temperature, tire design, air pressure, driver style and many other items.
It is hard for the average customer to match a well prepped car and driver combo and if they do not match the results they could be unhappy.
Yank has many customers that post results of there converters at the track and we believe and trust the results.
We compare the posted results to our data and some times are impressed by the customer results submitted.
I believe that over the past 7 years or may be longer the Yank is the only converter manufacture to post any testing data on converters. (If I am wrong on this please show me the Manufactures data and threads)
We will continue to do so and more results are being reviewed at this time and will be also posted for all to enjoy.
We welcome all points of view on our converters and thank you for the review of our testing
Track testing would not be as accurate due to many variables as the track, temperature, tire design, air pressure, driver style and many other items.
It is hard for the average customer to match a well prepped car and driver combo and if they do not match the results they could be unhappy.
Yank has many customers that post results of there converters at the track and we believe and trust the results.
We compare the posted results to our data and some times are impressed by the customer results submitted.
I believe that over the past 7 years or may be longer the Yank is the only converter manufacture to post any testing data on converters. (If I am wrong on this please show me the Manufactures data and threads)
We will continue to do so and more results are being reviewed at this time and will be also posted for all to enjoy.
We welcome all points of view on our converters and thank you for the review of our testing
08-18-2010, 03:20 PM
#12
Real results? Here you go... As Dave alluded to, getting before and after results isn't as straightforward process as most people believe it should be. Track prep, HP level, weather conditions, type of tires etc. all play into it.
As an example, let's say that somebody running stock tires on a Corvette ran a 12.9 with a 2.2 60ft and then decided to install an SS3600. As a self-proclaimed drag racing addict (I have at least 600 passes on my 2007 Corvette) I can absolutely guarantee you the person's ET and 60ft will drop considerably because the car is going to launch that much harder and end up with subsequent wheel spin all the way down the track.
You also need to take into consideration the weather conditions on any given day because not only can a DA swing cause my car to run 2-3 tenths slower from one day to the next, I’ve seen those kind of differences result from making your first pass at 8:00 and the morning and last one around 4:00 in the afternoon. Heck, I’ve even hotlapped with as little as 5 mins between passes and seen a full tenth of a difference.
With that said I've installed several of Yank's converters in 2007 Corvettes and this is what I typically see at the track:
SS2800
60ft improvement: about 1-1/2 tenths
ET improvement: about 2 tenths
SS3600
60ft improvement: 2 to 3 tenths
ET improvement: 3-1/2 to 4 tenths
Hope that helps,
Christopher
As an example, let's say that somebody running stock tires on a Corvette ran a 12.9 with a 2.2 60ft and then decided to install an SS3600. As a self-proclaimed drag racing addict (I have at least 600 passes on my 2007 Corvette) I can absolutely guarantee you the person's ET and 60ft will drop considerably because the car is going to launch that much harder and end up with subsequent wheel spin all the way down the track.
You also need to take into consideration the weather conditions on any given day because not only can a DA swing cause my car to run 2-3 tenths slower from one day to the next, I’ve seen those kind of differences result from making your first pass at 8:00 and the morning and last one around 4:00 in the afternoon. Heck, I’ve even hotlapped with as little as 5 mins between passes and seen a full tenth of a difference.
With that said I've installed several of Yank's converters in 2007 Corvettes and this is what I typically see at the track:
SS2800
60ft improvement: about 1-1/2 tenths
ET improvement: about 2 tenths
SS3600
60ft improvement: 2 to 3 tenths
ET improvement: 3-1/2 to 4 tenths
Hope that helps,
Christopher
