Quote:
Originally Posted by KyleB
Here is an article I copied 
The idea behind a higher stall converter is to allow the engine to rev more freely up to the point where the powerband begins, and therefore, enable it accelerate from a stop under more power.
In simple terms, for best performance, the stall speed should be raised at least to the point where the torque curve is heading for it's peak. As a rule of thumb, the stall speed should be set to match the rpm at which the engine is making at least 80% of it's peak torque for a street driven vehicle.
As you can imagine, a vehicle that can accelerate from a stop with 80% of its peak torque will easily outperform the same vehicle that can only launch at 50% of its available torque. |
yeah thats basically what i was saying, but your problem is that launching at an rpm with that much torque will break those tires loose and the time that you spend spinning will totally defeat the benefits of all that power. at a 3000 rpm launch you will spin for such a long time that you wont be accelerating any faster than me who say launches at 1500 rpm and gains traction much quicker. the only way to solve this problem is to make your truck have excellent dry pavement rear wheel traction, which is impossible with street tires and the shear nature of a truck, no weight in the a$$ end...
now if you were a 4x4, you may get some traction that way, but it would still be very hard on your drivetrain...