Quote:
Originally Posted by gearmesh, inc.
It looks like Cameron underestimated the torque that that Lightning can make when he set up the stall!
Years back, I personally experienced a too loose of a PI converter for an AOD I had in my old supercharged 93 F150. I ordered a 2800 and it ended up flashing to 4200! I called PI up and told them what it was stalling at and they asked for the part number on the front cover suspecting that the wrong one may have been sent to me. They said the number I had was the second tightest one they made for the 9.5" platform. Then they asked if my trans was slipping. I said it was a fresh build and the fluid smelled just like it came out of the bottle. I sent it back and they re-stalled it one increment tighter and it flashed to 3300. That same converter in a lighter Mustang would probably only have stalled to 2500 with the same engine.
Not only does engine torque affect stall speed, but vehicle weight plays a big part in the equation, too. I believe most performance converter shops don't get to experiment much with setting up stalls for 4400 lb gas trucks that often. That means they don't have much past experience to rely on to get as close to what stall you want the first time like they can with a 3000 lb car.
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I would say both trucks aweigh similar and are likely in the 44-4500lb range at race weight Chris may be a tad bit heavier but not by more than 50lbs or so by what they both still have on the trucks.
Its working for now, i think when apples are compared to apples and their both running the same amount of boost and timing the MPH should tell the tale. I'm pretty sure Matt's running at least 2lbs more boost and 4* less timing than Chris, and Chris's MPH shows that, timing = MPH on these trucks. But he's not getting the 60's that Matt is.