Update E-F/SA Bird Build...

oldskool · 01-17-2015, 01:23 AM

Lots of guys are real secretive about the details of their cars. But Brent has been very open with the details of his build. And I for one, really appreciate that ! So, I'd like to dig a little into one thing he mentioned--the converter.

Because of these wild valves trains stockers can run now, most engines have very little low end torque. And the short stroke engines have very little low end anyhow. So, in order to run quick, the converter must get the engine up into it's power range QUICK.

Brent mentioned the 4000 rpm number and up. So, if the engine's power range is from say 4000 to 6000 or a little over, then a 3000 or a 5000 stall converter would turn a slower ET than a 4000. At least that's my simple country boy thinkin. Now, I know that when you mention converters, everybody starts talkin about torque multiplication, top end efficiency and all sorts of other stuff besides just the stall speed.

So, if it's OK, I'd like to hear from you guys who know about converters. The 1st thing you always hear is I've got to know every detail of your build--stroke, bore, cam, heads, carb, torque and power range, max RPM, rear gear, tire size, weight of car, etc, etc, etc.

But, in this thread, Brent has laid out his build in a lot of detail. So, I'd like to use his build for this converter discussion. If this is out of order, somebody please tell me, and I'll delete this post and ask my questions on a separate thread. I certainly don't want to hijack Brent's thread.

I'll wait til tomorrow to go any further with this, til I hear from ya'll. Thanks !

01-17-2015, 01:23 AM	#23
oldskool VIP Member Join Date: Dec 2014 Location: The Land of Bayous, Boudin & Crawfish Posts: 1,668 Likes: 223 Liked 747 Times in 362 Posts	Re: Update E-F/SA Bird Build... Lots of guys are real secretive about the details of their cars. But Brent has been very open with the details of his build. And I for one, really appreciate that ! So, I'd like to dig a little into one thing he mentioned--the converter. Because of these wild valves trains stockers can run now, most engines have very little low end torque. And the short stroke engines have very little low end anyhow. So, in order to run quick, the converter must get the engine up into it's power range QUICK. Brent mentioned the 4000 rpm number and up. So, if the engine's power range is from say 4000 to 6000 or a little over, then a 3000 or a 5000 stall converter would turn a slower ET than a 4000. At least that's my simple country boy thinkin. Now, I know that when you mention converters, everybody starts talkin about torque multiplication, top end efficiency and all sorts of other stuff besides just the stall speed. So, if it's OK, I'd like to hear from you guys who know about converters. The 1st thing you always hear is I've got to know every detail of your build--stroke, bore, cam, heads, carb, torque and power range, max RPM, rear gear, tire size, weight of car, etc, etc, etc. But, in this thread, Brent has laid out his build in a lot of detail. So, I'd like to use his build for this converter discussion. If this is out of order, somebody please tell me, and I'll delete this post and ask my questions on a separate thread. I certainly don't want to hijack Brent's thread. I'll wait til tomorrow to go any further with this, til I hear from ya'll. Thanks !