TSP Level 2A-R (Larry's motor) Complete and Dyno tested.

With a 1.65 60ft time, the torque converter isn't where your issue is. My opinion (like belly buttons!) is 95% of the issue is shift points. ET's are a result of the average amount of HP put down on the pavement and shifting it early is keeping the average power of the engine well below peak power. Which on your engine has a nice flat area on the curve and should be shifted near the upper rpm of that flat area of the curve. 3.73's are decent gear, though as Jim points out 4.33's would be interesting to see, and would keep the shift recovery points tight. I went with 3.89's to try and trap around 5800rpm and reduce the rpm drop between gears. Unfortunately I had a clutch issue that kept me from making it to the track :af:


All in all, I'm guessing a good torque converter on that same run might net you .2 quicker ET when shifting at the same point. Shifting higher would net bigger gains IMO.

 

I sent that carb back to quick fuel to go through it. They said the jets I had in it were way off and might be something at fault with it. As the tech there stated. Might have been a fri afternoon carb, made me feel real at ease!!!! I always trailer any car to the track from a friends 14 sec car to my race car. You never know what you can break and my saying is I'd rather have it and not need it than need it and not have it. I think the last straw was after leaning it out my last pass I took the air cleaner off. Which just made my lean condition that much worse. I pulled the head and the ring was fine, kind of weird but crazy stuff happens when detonating. But wasnt any clear evident signs of it.will be fixed and back out there and try to get my 118-119mph. I already went 117 with a 850 carb and small scott brown cam.
old racers saying. If your not breaking stuff your not trying hard enough!!!

 

Sorry guys, I didn't mean to rock the boat but its not my first rodeo either.:TU:

 

:laugh: At least you know what path to take buddy! I know I sent you this link but this is what 595 uncorrected hp does in the middle of August on a air strip that they race once a year :gp: :laugh:http://www.v8buick.com/showthread.php?271492-70GS455-1-4-mile-times-for-the-past-week-end&highlight=

 

I don't think you're rocking any boats, this is all excellent input!

Joining minds together and coming up with ideas or solutions and possibilities is never boring or unwelcome. :TU:

 

Larry, I drove a switch pitch for 20 years and always thought it was awesome. I know have Jim's 9"
4000 stall and I will never go back.

 

Here are a couple pics of the 9.5 I used with the GV, 3200 stall cruises @ 2000 rpm @ 60mph

 

That converter looks very EXPENSIVE! Very nice though.:TU:



Derek

 

Another case in point.. thanks for the Link Chris

Your customer's car that you point out here is:

300 lbs lighter than Larry, has a 4200 stall race converter and 4.10 gears.... unknown DA at run.

8 tenths and 5 mph faster than Larry.

Every bit of that is converter and gears, and your claiming this has 595 uncorrected HP (around 660 corrected HP.)

And..

Only .3 and 1mph faster than my 300 lbs heavier GS, with it's screaming 479 uncorrected HP. (538 corrected)




This picture is 17 years old.. long before the days of anti-roll bars and trick front suspension items. Or Aluminum STG 1 heads for that matter..

This is a very good example of how flawed trying to compare different cars, and engines on the race track really is.

One would say "130 more HP? 2-3 tenths and 1mph faster than something a couple of smucks built and raced almost 20 years ago ?..

"Must be something wrong with your motor.."

But it's just not that simple.

JW

 

Larry,

I've got a set of lite-weight ProStars sitting in the bat cave that would knock a couple of hundred pounds off your ride.
Slap those puppies on there and your in the low .50s with that mod alone. With a convertor change and higher shift points I see 11 OOOOOOOOHs in you future. Then you come home and put the street setup back on.

Come get 'em !!!

 

Wizard Island Dragway in your future:3gears:

 

I shift at 6000, remember one thing when you had your motor dynoed that was Jims shop carburetor if I'm not mistaken. Your tune up on your HP 1000 is prob way off from his. I told you to shift it at 6000, you didn't want to. If you want to run the number at the track you have to set your car up to run the number. Know your shift points either with a shift light or fully functioning tach, be prepared to jet and time it, good a/f meter would help too. Can get it dialed in pretty good on the street before going to the track with that. That's real data.

 

Larry , All this talk must be getting to you ...a double post ? Lol. I must say that I have a much better understanding of speed, Hp 'shift points, RT Corrected Hp ,effects of air ,etc. after reading this post .... nothing like straight from the horses mouth ! It's nice to hear from all sides of the fence .
Keep posting please .....

ick

 

Larry, This has been done before, more than once.....long before all the fancy modern heads were available....ask me how I know.

One thing I do know, is that it will take you some time to optimize what you have. Nobody ever runs their best numbers right away.

I'd worry less about the horsepower number and and spend more time enjoying your combo and figuring out how you will maximize it according to your goals. Good luck and enjoy.