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Post by eticket on Dec 31, 2013 6:15:51 GMT -6
This is probably an elementary question but I sent off my data logger graph to the co. that did my converter, since I just wanted to make sure it and the car were doing what they were supposed to do. They emailed me back and said I needed more wheel speed?? Can some one explain what they mean by that? I'm thinking they mean I need to get more tire spin off the line? Or change the tire diameter? Or? I have not had time to call them as I'm at work by 4:30 and don't get home till after 5.
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Post by dennismopar73 on Dec 31, 2013 8:51:53 GMT -6
This is probably an elementary question but I sent off my data logger graph to the co. that did my converter, since I just wanted to make sure it and the car were doing what they were supposed to do. They emailed me back and said I needed more wheel speed?? Can some one explain what they mean by that? I'm thinking they mean I need to get more tire spin off the line? Or change the tire diameter? Or? I have not had time to call them as I'm at work by 4:30 and don't get home till after 5. They must be looking at the chart from several angles, cam choice /rpm vert slipage numbers shift point and yes gearing ,and size of carb . you could have issues of to loose a vert to much gear? or to low a gear causing a higher slipage number , one would think you would know if slipage was big,? maybe you have a car with wing and its appling to much down force?? lol hard to say |
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Post by sg3526 on Dec 31, 2013 9:40:04 GMT -6
My take on that is they are wanting you to hit the tire harder and get up on the tire quicker in essence giving you more wheel speed which I think means they want to loosen the converter to make it work better down low. A lot of the converter guys are wanting to loosen converters up so they work harder on the bottom and lock up better on the big end. I have checked all the data on my stuff and mine actually picked up by tightening mine up and I went to a 9" instead of a 8". Changing my shift point picked me up almost a tenth of a second. I watched your runs over at the TnT at Gateway and I dont think I would be really to concerned about anything until you can get it on a decent track. My car rattled bad and the 60' was way inconsistent 1.11 first run to 1.15 second run and it spun hard most of the way down the track but still went 7.59 on one and 7.60 on the other. The third pass it rattled so hard it almost hit the tree because it shook it sideways. Bring it out once they get the track straightened out (hopefully they will) and make a couple of hits on it then before you get too excited about changing things.
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Post by eticket on Dec 31, 2013 10:32:15 GMT -6
Need to go back and re read the email. I think you are correct in that they want to hit the tire harder. They ( Coan ) commented about the drop in rpm at the shift point. He also said the converter slippage is right where he thought it would be based on how it was set up from the dyno runs. As a side note I was only able to make 1 good pass on the data logger before we had brake issues and the O2 was way fat at 4.7 which I think caused it to layover on the top end. Looking to get it to 5.5 CAN'T WAIT FOR SPRING!!!!
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Post by eticket on Dec 31, 2013 10:48:48 GMT -6
Dennis, I have thought about removing the wing. Don't know if it hurts or makes any diff. to the car. 1/8 mi. wouldn't think so but 1/4 ?
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Post by dennismopar73 on Jan 1, 2014 7:30:05 GMT -6
Need to go back and re read the email. I think you are correct in that they want to hit the tire harder. They ( Coan ) commented about the drop in rpm at the shift point. He also said the converter slippage is right where he thought it would be based on how it was set up from the dyno runs. As a side note I was only able to make 1 good pass on the data logger before we had brake issues and the O2 was way fat at 4.7 which I think caused it to layover on the top end. Looking to get it to 5.5 CAN'T WAIT FOR SPRING!!!! Being 'way fat' can mislead any info gleamed on the chart, leaving hp on the table , |
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