[tfeverfred]

I know this thread is old, it will keep me from starting a new one. I have a lockup tranny I am trying to use in my T bucket. I have been told that I need a 2400-2600 stall converter because of the light weight. Now, can I get a 2400-2600 stall converter to work in my tranny WITHOUT the lockup feature being used?

My engine is a stock 1984 350 SBC, which is rated at 160 HP . I think the stock stall converter will work. Any comments?

[Crosley]

Originally Posted by tfeverfred

I know this thread is old, it will keep me from starting a new one. I have a lockup tranny I am trying to use in my T bucket. I have been told that I need a 2400-2600 stall converter because of the light weight. Now, can I get a 2400-2600 stall converter to work in my tranny WITHOUT the lockup feature being used?

My engine is a stock 1984 350 SBC, which is rated at 160 HP . I think the stock stall converter will work. Any comments?

your question had little to do with the thread you posted to... I split it off.

you can purchase a stall speed converter for the t-350C with the converter clutch removed.

they usually cost more than a regular t-350 stall converter

[tfeverfred]

Thanks.

[tfeverfred]

Jeez, one more question. Would I be able to use the stock 1500 stall converter in a 2,000 lb T bucket running the low HP engine?

[k-star]

IMO, I would never put a 2500 stall converter in a 2000 lb car with a stock engine. If i was building it i would run the stock converter.

Keith

[Crosley]

Originally Posted by k-star

IMO, I would never put a 2500 stall converter in a 2000 lb car with a stock engine. If i was building it i would run the stock converter.

Keith

as the weight goes down the stall must go up..... a V-8 powered T-bucket is very light and needs more stall .... otherwise the engine is pushing against the brakes while the vehicle is at a stop even with a bone stock engine

[jtyler]

When a car is sitting still idling with the brakes applied, the weight of the car has no effect on the stall speed. So with the stock converter & stock engine there should be no creep at idle with the brakes applied. When you start moving, it may flash to a lower rpm, but I doubt that it will be noticed. When you take a stall converter rated at a certain rpm stall & put it in a heavier vehicle or behind a torquey engine the stall speed will go up quite a bit. Me personally, I would stick with the stock converter for your application. jtyler

[Crosley]

Originally Posted by jtyler

When a car is sitting still idling with the brakes applied, the weight of the car has no effect on the stall speed. So with the stock converter & stock engine there should be no creep at idle with the brakes applied. When you start moving, it may flash to a lower rpm, but I doubt that it will be noticed. When you take a stall converter rated at a certain rpm stall & put it in a heavier vehicle or behind a torquey engine the stall speed will go up quite a bit. Me personally, I would stick with the stock converter for your application. jtyler

Obviously I am not sure how many T-buckets and performance cars you have worked on... I've worked on many.

Weight , gear ratio , tire size, engine specs all effect how a converter acts sitting still , during take off or at speed.

As an example; a heavier vehicle (4x4) , big tires with 3.08 gears will act way different from a light car (T-bucket) with the same engine & trans combo in each vehicle.

A stock converter and stock engine will try to push a light weight car like the T-bucket. You can also get the same effect in a glass bodied street rod like a 32 roadster.

Many folks add a small to moderate camshaft to get the rump-rump sound from the engine that fits a hot rod... that really adds to the push of the light weight car if the stock converter is used.

[jtyler]

You are right, I havn't built any t-buckets or glass bodied cars. Most of my experience has been with big block full bodied muscle cars. If you have seen through your experience a stock engine with stock stall push a light glass bodied car at idle, I guess the guy should install a small stall converter. I have experimented with different stall converters in heavier cars and you are right. For example a 2500 rpm converter in a 2000 pound car will stall higher in a heavier car or just the opposite in a lighter car. In a really light car you would have a lower stall speed because their is less weight resisting movement of the car. I wouldn't have thought that it would have been enough to be bothersome with a stock engine,but if he has seen it, then take his advice. The lightes car I ever built with an automatic was 3200 pounds. jtyler----didn't mean to mislead

[Crosley]

no harm , no foul.... I like to see different input from folks.

I've spent many years in the performance end of transmissions.

A 2500 stall converter can feel / drive like a stock 1200 - 1500 rpm converter in a light weight T-bucket.

I keep track of this stuff since often the engine needs to be lifted out to swap the converter in a T-bucket. Some guys build stuff so tight and with a non-removable cross member under the trans