Quote:
Originally Posted by gearmesh, inc.
I was watching the tach on Matt's run. 2-3 shift only dropped the rpms from 6k to 5k. That's a loose converter!
I couldn't see the tach in Chris' truck, but I could tell by the sound of the engine that it definitely has a tighter converter.
Engine mod wise, how similar are these two trucks? Rear gear ratios? If very similar, 60ft times and ETs can be compared to weigh the differences between tight vs. loose converters in similarly built Lightnings.
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Matt was on 28" tires, Chris was on 30's both on 3.73's Matt's 60's better so far but they've both been mid 1.4's. Engine wise the only thing thats the same is the short block, their both 9.6:1 forged motors H beams, pistons, cranks, externally balanced. The difference is in the heads and cam's and blowers, Matt's are Performance CNC ported, 1mm oversize ti valves with 135# springs ,and a set of comp 278xe's, with a KB 2.3. The KB doesn't have up top what the Whipple has so that's the reason for the bigger cam, we had to get some top end with it and its made to be spun pretty hard.
Chris's are JDM heads and cams, pretty much the same valves and seats but a lil different port, 120# springs and quite a bit smaller custom cam witch is great for a Whipple because they kinda lag on the bottom end but make it up up top.
The converter in Matts truck was ordered to be a 24-2600 triple disk from Cameron, the converter in Chris's truck is a PI 2600.
Honestly, I think Matts is working better I can mess with the lockup rates in the tune and probably get it to lockup a lil earlier but his seem's to leave a lil harder, he's gonna have to go to 30" tires here soon so we'll see what that does. They both are completely unique combo's to tune, some things work for one while it doesn't for the other.
Nobody has run a converter like that on any lightning I know of so their is not much to compare, they all go with the cookie cutter 24-2800 PI's