Anyone install Edlebrock aluminum heads ?
Thank you. Yes, I don’t know a lot about torque converters . The car will rev through the gears to 3500 - 4k rpm from a stop. If I give it the beans, lol ! Not 2200 as you stated. That’s a big difference in reference to a low compression engine. I don’t know much about torque converters in reference to it being an improvement or not to one case scenario or another. I understand enough. Torque converters, not so much. Lol !
Well sure it will rev to 4k but what does it rev to just before the car moves and before the tires begin to spin.
The stock 360 should actually rev to about 5000 maybe a lil more with the stock cam kit.
My David Vizard Book claims that just increasing the Scr from 8/1 to 11/1 with no accompanying changes, is good for ~5.2% more power. For a 300hp engine, this might mean 15hp at peak. This is about equal to one size bigger cam. But whereas the compression will progressively increase power right off idle, all thru the rpm band; the cam, ALONE, will usually post the biggest increase over a narrow rpm band of about 1500, and usually loses power at the lower rpms. So if you need power at 20 mph, a bigger cam is 100% the wrong choice.
Whereas more cylinder pressure is 100% the right choice, until the pressure causes detonation to set in.
But the best choice will be a higher stall TC, followed very closely be more rear gear.
A torque convertor is more or less, just an automatic clutch. Except you cannot change the hard cut-in point, after the install. Whereas the clutch can be slipped to achieve any rpm you like, until the engine blows up.
The TC has the additional advantage , in that, it is able to multiply the incoming torque to some higher number than what is entering into it from the crank. At zero mph, this multiplier can be quite high. But as the car begins to move, this effect diminishes rather rapidly. And then stabilizes at somewhere between ~5 to 8% or so. At 5% it is worth a half a gear size, cuz Mopar gave us rear gear ratios in steps of 10% at the hiway-gear end, to 5% among the race gears, but threw in a half-gear at 3.73s..
What this means to you, is that if your engine inputs 300 ftlbs into the TC at whatever rpm, then at WOT, it may be that 300x1.05 =315 ftlbs goes into the trans. It could be a lot more at zero mph. Now 15 extra ftlbs might not sound like much ..... but if it hangs on to 5250 rpm,then that is still 15 horsepower, about equal to one cam size, so maybe the number is deceiving to the eye/brain, but the trap speed will measure it.
This is also why factory manual trans cars usually got 3.55s to autos with 3.23s; cuz at WOT the manual trans car needed the 10% extra gear to compete off the line with the auto car. And then once moving, the 4-gear had a double whammy advantage of slightly more rear gear, and a much narrower power-band requirement. But with the advent of modern hi-stall TCs it looks like 4-gear drag-cars are now sorta passe.
