What stall, with a tsp 224r 114lsa?
Nov 29, 2020 | 03:32 PM
#11
Thread Starter
Teching In
Joined: Mar 2020
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Night and day difference.
The 258mm I had was a 3800. It was loose as fk but that is how I had CircleD build it. It was fun.
That same converter after I lifted my truck to pull our camper (5000lbs) would stall @ 4500. Imagine sitting at a redlight and the truck next to you starts turning 4500rpm to start off?
It was awful for towing. I ended up with a tighter than 72 virgins PATC tow stall.
The 278mm is just right for a DD. If you get it in a 3200, it will be damn perfect.
Trust us, wise we are.
This is the way.
The 258mm I had was a 3800. It was loose as fk but that is how I had CircleD build it. It was fun.
That same converter after I lifted my truck to pull our camper (5000lbs) would stall @ 4500. Imagine sitting at a redlight and the truck next to you starts turning 4500rpm to start off?
It was awful for towing. I ended up with a tighter than 72 virgins PATC tow stall.
The 278mm is just right for a DD. If you get it in a 3200, it will be damn perfect.
Trust us, wise we are.
This is the way.
I emailed texas speed to see what their recommended stall speed is for my cam, figured that was a good starting point. I wanna say it was 3200 but that might have been for a 112 lsa. I'm thinking it should change a little with the 114lsa
Who knows maybe there's a happy medium 😂 I just noticed there's also a 265mm aswell
Nov 29, 2020 | 05:06 PM
#12
TECH Enthusiast
Joined: Jul 2018
Posts: 671
Likes: 243
A lower LSA brings the motor's peak torque RPM upwards and peak HP RPM downwards. I.e., moves em closer together. For racing, that's ideal; the trick then is, choose a converter and gearing that keeps the motor in that narrow power band at all times. The car will go faster that way than any other combo. If you could somehow make the peak torque & HP occur at the same RPM, and force the motor to run at that EXACT speed always, you'd get the maximum possible power out of the rest of the combo. Obviously not gonna happen quite like that in meatspace.
A higher LSA sort of "smears out" the torque vs RPM curve; it lowers the peaks, and moves the peak HP RPM upwards. "Area under the curve" (total output from idle to redline) stays more or less the same compared to a narrower LSA, but it's useful only if the RPM is allowed to vary over the wider range. Therefore a wider LSA (earlier exh valve opening) can be better for street use, sometimes, since street driving conditions are far less predictable and consistent; but it will always slow the car down at the track.
A higher LSA sort of "smears out" the torque vs RPM curve; it lowers the peaks, and moves the peak HP RPM upwards. "Area under the curve" (total output from idle to redline) stays more or less the same compared to a narrower LSA, but it's useful only if the RPM is allowed to vary over the wider range. Therefore a wider LSA (earlier exh valve opening) can be better for street use, sometimes, since street driving conditions are far less predictable and consistent; but it will always slow the car down at the track.
Nov 29, 2020 | 05:20 PM
#13
Thread Starter
Teching In
Joined: Mar 2020
Posts: 15
Likes: 0
A lower LSA brings the motor's peak torque RPM upwards and peak HP RPM downwards. I.e., moves em closer together. For racing, that's ideal; the trick then is, choose a converter and gearing that keeps the motor in that narrow power band at all times. The car will go faster that way than any other combo. If you could somehow make the peak torque & HP occur at the same RPM, and force the motor to run at that EXACT speed always, you'd get the maximum possible power out of the rest of the combo. Obviously not gonna happen quite like that in meatspace.
A higher LSA sort of "smears out" the torque vs RPM curve; it lowers the peaks, and moves the peak HP RPM upwards. "Area under the curve" (total output from idle to redline) stays more or less the same compared to a narrower LSA, but it's useful only if the RPM is allowed to vary over the wider range. Therefore a wider LSA (earlier exh valve opening) can be better for street use, sometimes, since street driving conditions are far less predictable and consistent; but it will always slow the car down at the track.
A higher LSA sort of "smears out" the torque vs RPM curve; it lowers the peaks, and moves the peak HP RPM upwards. "Area under the curve" (total output from idle to redline) stays more or less the same compared to a narrower LSA, but it's useful only if the RPM is allowed to vary over the wider range. Therefore a wider LSA (earlier exh valve opening) can be better for street use, sometimes, since street driving conditions are far less predictable and consistent; but it will always slow the car down at the track.
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