ATF any real world experiences with Loosing up a convertor?
 

Test Pig:

The mighty Gremllin, currently running Amalie Type F, which per their spec sheet says is 10-20 weight.

Per the chasis dyno wants 500 looser on the RPM, which is obviously a ton, and not going to happen with just fluid, but with a low HP beast like the Gremlin, we might see more of an effect of the fluid than say your standard 635 HP 396 stocker.......

Reflashing this convertor, too risky. Have a known good enough thing here.

I know just about all the info on the site is about using thicker fluid to lower stall, I'm looking to increase stall as much as possible.

I believe specific gravity is likely the ultimate factor in stall,

So for my type F, using the formula, 141.5/API of 31.5 plus 131.5=.8498

a thinner fluid like their Dexron VI syntethetic with a API of 35 would be a .8681 SG

This is 1.0215% thinner than the type F.

The ATI 0w-8 weight might be a option, I know there are other synthetic fluids out there with real thin weights.

Eric

Re: ATF any real world experiences with Loosing up a convert
 

Try the ATI fluid or Dexron III which is about 10W viscosity.

Re: ATF any real world experiences with Loosing up a convert
 

I have been researching this along with engine oil. I have been focused on viscosity index and kinematic visosity in cSt at 104 degrees F and 212 degrees F. Most manufacturers have data sheets. I haven't been paying much attention to the spec gravity but I will now. ATI Super F 20wt is lighter than Amalie Type F by a few numbers. Red Line makes a lightweight racing ATF that is much lighter than both of them. ATI makes 8wt but can't find numbers on it.

Re: ATF any real world experiences with Loosing up a convert
 

Buy another convertor that is looser

Re: ATF any real world experiences with Loosing up a convert
 

We routinely adjust Convertor stalls without problems

Re: ATF any real world experiences with Loosing up a convert
 

I almost hate to admit how screwed up I am......

When we went chasing performance in converters, I would order an exact duplicate of what was in the car and then A-B, B-A test and then compare them at a test session. If they performed exactly the same then I would send the oldest converter back to be “adjusted”

If the “adjusted “ converter didn’t pick the car up then it came out and we tried something different

That way you never lost what you had and that worked with Q-Jets too...

No computers just 1320’ and a time slip...

Marv Ripes was a way ahead of the curve when he said load up your car and come down to OCIR for a test session with 60’ clocks...

He said bring work clothes and he sat at a card table with the first 60’ clocks that I had ever seen...

We worked our butts off and ran 5 or 6 different converters through the race car that day and I would like to add it was a productive day

Re: ATF any real world experiences with Loosing up a convert
 

I've used the Redline liteweight ATF. It helped ..... A little. But if a little is all you need, its perfect.

Re: ATF any real world experiences with Loosing up a convert
 

Hi Bob! I hope that all is well.
You made me remember something that the late/great Jim Beattie said to me more that once, "What the f**k is wrong with you Nees? Is there somebody standing at the 60' clocks handing out $100 bills?

Re: ATF any real world experiences with Loosing up a convert
 

I went the other way to test. Used Hydraulic fluid in low hp sticker. It tightened almost 300 rpm.
I'm getting ready to change out for Redline lightweight and will test in about 3 weeks. Can post results after.

Re: ATF any real world experiences with Loosing up a convert
 

That's exactly how it's done!!!!!!!!