TSP 9.5" Street/Strip converters- Lifetime warrantee!

So 300 to 400 slip would be a good guess at 5450 rpm to add on for a c118 cam and ported stage 2 heads? Not so much torque up there any way, my guess.
Just don't want disaster. If it blows, it's for sale. Struggled to get this far, getting old and broke.
This site makes me feel younger though, it is my true companion.

 

Hey Jim, we are looking for a converter for my son's 72 Buick GS.
Its going to be a 372 stroker, NASCAR rods, Scotty Brown Pistons, roller cam with specs to follow, 1.6 roller rockers, 3:73 gears with Tru-Trac locker, 295/50/15 rear tires, SP3 intake, Holley 750 DP, Doug's headers with full 2 1/2" American Thunder exhaust, turbo 350 transmission...what else do you need to know?

Cam specs: TA 290/298, .584"/584" with 1.6 ratio , 110* lsa, duration: 227*int/235*exh @ 0.050"

 

That's pretty much it, the only other thing would be how are you going to use it.. Drag racing, or street driving, or some combo of both.

JW

 

Do you have something for my Olds? The engine is a 517" Olds.4.185" bore,4.700" stroke,Velasco billet crank,GRP rods,CP pistons,custom Edelbrock heads,Victor intake,Comp solid roller 11:5:1 compression.It made 774HP/710TQ on 93 octane. It will be going into a 72 Cutlass,weighing about 3600-3700lbs,and has 3:73's. The transmission is a custom-built,with Reid bell,main case,tail.Regular pattern and No transbrake. It will see more street driving than track. Watcha got?

 

Sure, my basic converter design/parts were proven in a 3100 lbs tube chassis GS, with a TH 400 and brake.. ran high 8's at 152MPH with 875HP. 1.20 60'

So durability is no issue.. I add a forged hub and balloon plate to the pump on trans brake converters. All of them have HD stator Sprag, and a forged or billet cover. HD 7/16 mounting hardware.

Email me a dyno sheet, and what stall your thinking about, and we can go from there. Everything is custom built.

jim@trishieldperformance.com

thanks

JW

 

I just tried to email you my dyno sheet,and it got returned.

 

convert it to a pdf if you can, might have been too big.

shoot me an email to make sure the address is right..

JW

 

Im gonna say 99% aggressive street driven....
I know he wants it dynoed afterwards, and will most likely try drag racing too.

 

No problem, give me a ring, we can get something in the works for you.

JW

 

I'll give you a shout tomorrow morning.:TU:

 

Thank you for the call back Jim.
Can't wait to get the new converter in with the new engine.

 

Hi Jim, I bought a great converter from you several years back and it has been working great. Just wondering what turn around time would be to have it refurbished and tweeked for different tire size.

 

With shipping, about 10 days.. maybe quicker..

JW

 

Can I call today and discuss my situation with you?

 

Sure, I will be in the shop 10am-2pm

 

Some appreciation for JW over on the Pontiac boards:

http://forums.maxperformanceinc.com/forums/showthread.php?t=811476

 

Thanks for bringing that up Brian.. Yup, Cliff did one Buick here a while back, I set him up with our most popular BB GS 9.5 and he really loved it.. when his source for converters went away, he called and we have been selling Pontiac spec units since early this year, to that community. I even paint them Pontiac Blue....

That is an excellent product line, that I have virtually no issues with, a rarity in the HP business. I am lucky to have the sources to that product to offer to you guys... and now the pontiac guys.. Anyone know anybody in the Olds community?

JW

 

Your welcome Steve, glad you like it. The "feeling of more power" is not just a butt dyno thing.. your drivetrain package now does have more power to move the car, due to the higher multiplication of torque in the converter. Depending on what converter you had, it can be a substantial increase.

 

Ya, 10 lbs of rotating weight makes a lot of difference, combined with more torque multiplication. While I many be cutting my own throat here, since I have a corner on the VP market right now, it's my honest opinion that these new small diameter converters, when configured correctly, make the VP setup obsolete.

Now remember I said "configured correctly".. there are a lot of different ways and ideas on building this newer type of converter, and I went thru an extensive process in several cars about 6 or 7 years ago developing just the right combinations of pumps and stators, to optimize the Buick torque in our GS's. You will be hard pressed to find that with ANY other converter supplier.

 

hi im very interested in one of your converters, i have a B body 1975 Buick estate 5300 lbs, tyre height 27.85 inch, 2.73 rear gears , th400, 463 ci, 10.6 t0 1 comp cam @50 227 I 241 E lobe separation 107 TA stg2 se heads ta roller rockers 1.6 ratio SP1 manifold Holley terminator efi. The car will be street driven still want it to have some get up and go any advice on stall would be great and a price to send to New Zealand.
Thanks Kris