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Author Topic: C4 converter stall  (Read 358 times)
trickcat
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« on: February 22, 2009, 11:22:13 am »
I finally got to take the Cougar out yesterday  The transmission was "Fixed" after I had it rebuilt.
It pulls harder now then before so I finally got to check the stall speed on the converter. From what I remember by putting it in 3rd gear and hammering it will give you your stall speed? I hammered it, hit 4300 rpm and went sideways Grin Grin Grin so is that the right way to check it? 
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68 Cougar, 418 stroker, CI cam, Canfield heads, 1000cfm Drag Race Demon, C4/w 4000 stall, 9" rear, Detroit locker and bald tires. Explain


http://videos.streetfire.net/video/My-68-Cougar-at-Raceway_209039.htm

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« Reply #1 on: February 23, 2009, 10:51:16 am »
3rd gear rolling about 10mph and nail the throttle wide open is the way I do it... It probable want change the stall speed much.   Do you have a trans brake?
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eckertd
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« Reply #2 on: February 23, 2009, 10:59:44 am »
Quote from: trickcat on February 22, 2009, 11:22:13 am
I finally got to take the Cougar out yesterday  The transmission was "Fixed" after I had it rebuilt.
It pulls harder now then before so I finally got to check the stall speed on the converter. From what I remember by putting it in 3rd gear and hammering it will give you your stall speed? I hammered it, hit 4300 rpm and went sideways Grin Grin Grin so is that the right way to check it? 

Judging by those grins, it was the right way...LOL!
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trickcat
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« Reply #3 on: February 23, 2009, 12:24:35 pm »
Quote from: Whitey on February 23, 2009, 10:51:16 am
3rd gear rolling about 10mph and nail the throttle wide open is the way I do it... It probable want change the stall speed much.   Do you have a trans brake?

Nope, no brake.
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68 Cougar, 418 stroker, CI cam, Canfield heads, 1000cfm Drag Race Demon, C4/w 4000 stall, 9" rear, Detroit locker and bald tires. Explain


http://videos.streetfire.net/video/My-68-Cougar-at-Raceway_209039.htm

"Fast cars only need 2 pedals.... A Go Pedal and a Whoa pedal!"
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« Reply #4 on: February 23, 2009, 02:13:45 pm »
Ok! Sounds like the thing is working like it is suppose to .... Has a lot of torque! Is it the same or a new converter?
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trickcat
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« Reply #5 on: February 23, 2009, 02:42:49 pm »
Same converter, I had the transmission rebuilt but it had issues Disgust It would shift at 10,15 and 20 mph by it's self WTF I paid for a select shift valve body. They did not adjust the modulator correctly, once they adjusted the modulator it's a whole different animal Naughty
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68 Cougar, 418 stroker, CI cam, Canfield heads, 1000cfm Drag Race Demon, C4/w 4000 stall, 9" rear, Detroit locker and bald tires. Explain


http://videos.streetfire.net/video/My-68-Cougar-at-Raceway_209039.htm

"Fast cars only need 2 pedals.... A Go Pedal and a Whoa pedal!"
69 Merc
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« Reply #6 on: February 23, 2009, 03:25:49 pm »
Are you saying that you have a manual VB?  That is the only way . . .
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Robert's  {http://sbftech.com/index.php/topic,27178.0.html}  1969 Mercury Montego MX is NOT a track car but ONLY a 3750lb Daily Driven (75mi/wk) 9.5" SBF 363W (+.060" over), 9.5:1cr, stock 5qt oil pan, Melling oil HV pump, RPM 2.02", Comp XE-274 HFT, RPM Air-Gap, 2" four-hole + 2" open aluminum spacers, Holley/Proform HP annular 750cfm DP carb, #76 primary jets, #80 secondary jets, 10.5"hg PV, primary's idle A/F @ 1ccw, secondary's idle A/F @ 3/4ccw, in neutral = 14"hg @ 1200rpm, in gear = 12"hg @ 1050rpm, 1/2" aluminum fuel line from RCI 22gal fuel cell to the carb, 100micron fuel filter, Holley billet 170gph mechanical fuel pump, 195* hi-flow thermostat, 1978 brass 4 row Corvette radiator, dual electric fans with manual switch, Pertronix billet mechanical distributor w/ lightest silver advance springs = 34* total @ 1800rpm, Accufab 1-3/4" x 3" LT headers, V-band clamps, modified C4, manual VB, 10" billet 4500rpm stall TC, custom deep trans pan, external trans fluid radiator, 4.56 geared 9", Detroit TrueTrac, 31 spline axles, street radial P295-50/15" on 10" rims, sub-frame connectors, driveshaft safety-loop, 3/8" welded chain torque strap, custom leaf spring suspension, traction bars, manifold vacuum gauge, A/F ratio meter, 10K tachometer, oil pressure gauge, coolant temp gauge and a digital rev-limiter set @ 6000rpm -- crappy cast pistons!
trickcat
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« Reply #7 on: February 23, 2009, 03:45:05 pm »
nope...The VB I got you can put it in 1st or 2nd and it won't shift out of that gear, you put it in Drive and its all 3 gears. It would stay in first ok, in 2nd it would shift from 1-2 at 4200rpm if I had it floored or about 10mph just driving. In drive it would shift at 10,15 and 20mph diving normal. Now I can shift at 6800 rpm 1-2 and 2-3 it dropped my 60' time by 6/10ths.
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68 Cougar, 418 stroker, CI cam, Canfield heads, 1000cfm Drag Race Demon, C4/w 4000 stall, 9" rear, Detroit locker and bald tires. Explain


http://videos.streetfire.net/video/My-68-Cougar-at-Raceway_209039.htm

"Fast cars only need 2 pedals.... A Go Pedal and a Whoa pedal!"
69 Merc
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« Reply #8 on: February 23, 2009, 06:13:58 pm »
Quote from: trickcat on February 23, 2009, 03:45:05 pm
nope...The VB I got you can put it in 1st or 2nd and it won't shift out of that gear, you put it in Drive and its all 3 gears. It would stay in first ok, in 2nd it would shift from 1-2 at 4200rpm if I had it floored or about 10mph just driving. In drive it would shift at 10,15 and 20mph diving normal. Now I can shift at 6800 rpm 1-2 and 2-3 it dropped my 60' time by 6/10ths.
To truly measure flash stall speed on an automatic TC you need to be able to have it in 3rd gear - (your 1:1 ratio trans gear) - and for it to stay in 3rd gear the entire time when you punch the gas pedal while cruising at a low MPH speed.  Not for it to downshift itself into a lower gear . . .
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Robert's  {http://sbftech.com/index.php/topic,27178.0.html}  1969 Mercury Montego MX is NOT a track car but ONLY a 3750lb Daily Driven (75mi/wk) 9.5" SBF 363W (+.060" over), 9.5:1cr, stock 5qt oil pan, Melling oil HV pump, RPM 2.02", Comp XE-274 HFT, RPM Air-Gap, 2" four-hole + 2" open aluminum spacers, Holley/Proform HP annular 750cfm DP carb, #76 primary jets, #80 secondary jets, 10.5"hg PV, primary's idle A/F @ 1ccw, secondary's idle A/F @ 3/4ccw, in neutral = 14"hg @ 1200rpm, in gear = 12"hg @ 1050rpm, 1/2" aluminum fuel line from RCI 22gal fuel cell to the carb, 100micron fuel filter, Holley billet 170gph mechanical fuel pump, 195* hi-flow thermostat, 1978 brass 4 row Corvette radiator, dual electric fans with manual switch, Pertronix billet mechanical distributor w/ lightest silver advance springs = 34* total @ 1800rpm, Accufab 1-3/4" x 3" LT headers, V-band clamps, modified C4, manual VB, 10" billet 4500rpm stall TC, custom deep trans pan, external trans fluid radiator, 4.56 geared 9", Detroit TrueTrac, 31 spline axles, street radial P295-50/15" on 10" rims, sub-frame connectors, driveshaft safety-loop, 3/8" welded chain torque strap, custom leaf spring suspension, traction bars, manifold vacuum gauge, A/F ratio meter, 10K tachometer, oil pressure gauge, coolant temp gauge and a digital rev-limiter set @ 6000rpm -- crappy cast pistons!
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« Reply #9 on: February 23, 2009, 06:27:38 pm »
Just saying it like it is, bro.  I am not trying to take any of your happiness away though - if it pulls harder then before then that is a cause for celebration!  By the way - I'm saving for a big block packaged in a SBF like you have right now . . . 
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Robert's  {http://sbftech.com/index.php/topic,27178.0.html}  1969 Mercury Montego MX is NOT a track car but ONLY a 3750lb Daily Driven (75mi/wk) 9.5" SBF 363W (+.060" over), 9.5:1cr, stock 5qt oil pan, Melling oil HV pump, RPM 2.02", Comp XE-274 HFT, RPM Air-Gap, 2" four-hole + 2" open aluminum spacers, Holley/Proform HP annular 750cfm DP carb, #76 primary jets, #80 secondary jets, 10.5"hg PV, primary's idle A/F @ 1ccw, secondary's idle A/F @ 3/4ccw, in neutral = 14"hg @ 1200rpm, in gear = 12"hg @ 1050rpm, 1/2" aluminum fuel line from RCI 22gal fuel cell to the carb, 100micron fuel filter, Holley billet 170gph mechanical fuel pump, 195* hi-flow thermostat, 1978 brass 4 row Corvette radiator, dual electric fans with manual switch, Pertronix billet mechanical distributor w/ lightest silver advance springs = 34* total @ 1800rpm, Accufab 1-3/4" x 3" LT headers, V-band clamps, modified C4, manual VB, 10" billet 4500rpm stall TC, custom deep trans pan, external trans fluid radiator, 4.56 geared 9", Detroit TrueTrac, 31 spline axles, street radial P295-50/15" on 10" rims, sub-frame connectors, driveshaft safety-loop, 3/8" welded chain torque strap, custom leaf spring suspension, traction bars, manifold vacuum gauge, A/F ratio meter, 10K tachometer, oil pressure gauge, coolant temp gauge and a digital rev-limiter set @ 6000rpm -- crappy cast pistons!
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