The converter is a Circle D 4C 248mm Triple Disk. It is obviously working like gang busters. I am not really exactly sure what the stall speed really is. I asked for it to be a 3,600ish for my pump gas numbers and on E I make a bit more tq so I am suspecting it is flashing higher on E. As far as I can tell I have the best 60fts on the boards right now. I was foot braking to 3K and letting it ride. I did get it to foot brake to 3,300 or so but I was getting wheel spin at that point. My two best 60fts were with just a hair of wheel spin. I am thinking that if I could have gotten it to hook stalled to 3,300-3,500 I would have seen a 1.45 60ft. But the track just wasn't having that by the afternoon.
So here is what I am thinking. The DA was +1K from my last runs, so lop off 1mph and 1tenth. In same weather last time out I would have run
11.2@124. I dropped .12 off of my 60ft which should have gotten me .24 on the big end with no other benefits. So that should have put me at 10.96 ET wise. I only went 11.04. MPH wise that should have put me in the 123 mph range. My best was 122 after a ton of retuning. The same tune from the stock converter runs barely netted me 121. So there is a tenth and 2mph that need to be accounted for.
Looking at the logs from the stock converter my post 1/2 shift recovery knocks me down from 6,472 to 4,866 the 2/3 shift goes from 6,500 to 4,850. Both of those shift recoveries put me at peak tq and well back into my power band.
On the converter runs from yesterday my 1/2 shift recovery is from 6,459 to 5,700 and the 2/3 recovery is from 6,500 to 4,850 when the converter locked and 6,541 to 5,768 when it didn't lock.
My car makes peak power at 5,700 and falls off pretty hard after that. So on the 1/2 shift I am recovering past peak power where I have nothing to propel the car forward with. When the converter would lock in 3rd I am good on shift recover but when it wouldn't I am past peak hp and well past peak tq again where I have no power. I have to find a way to get this car to lock the converter on the 1/2 shift. I am sure that little bit in the heart of acceleration is killing me.
I have also gone back and looked at the fueling/spark. I was having to run the car at 11.8 and up to 31-32* total timing yesterday just go get it to run and not fuel bang. Normally this car likes 13.0 with 28* total. All I can think is that the bad 02 sensor was flooding the car before the start and adding those fuel trims all the way down. I had the bad sensor in the drivers side and my WB in the pass side. The bad 02 was in the pass side before and could have killed my WB but it reads "correctly" going down the road. I did try leaning it out to where it usually runs but it only slowed down. I have heard that you can't compensate for a bad 02 with leaning out the P.E. cause it doesn't translate to both banks and what not. The jury is still out on all of that so I am not going to put a lot of brain power into it right now. I will replace them both tomorrow and see what happens. This car and computer are tricky. It probably didn't like the way I went about trying to trick it and fought back. Quasi Open Loop never seems to work out.
Where does this leave me? If I can't get this converter to lock on the 1/2 shift back into my power band then I will have to extend my power band. Only two ways to do that, cam or MSD. I can get my hands on a MSD and port it fairly easy so I may just go that route first. Extending my usable rpm band to 6,600 should show a drastic improvement now that I don't need all that tq to get out of the hole. Option two will come eventually and will be tested with both manifolds.
As usual I will keep everyone as updated as possible with every step of this process. We can all only learn from it and in the end I feel my battles will only help the community make the most informed decisions as possible.