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Which converter between these 2?

H

HotRod777

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I just need opinions. I already spoke to Hughes tech and its funny how the tech guy is on the fence between these 2 just like I am.
Here are the car details, these things are not changing other then maybe headers eventually.
I just need to replace a convertor that is causing me trouble.
1966 B Body (727 front pump has been updated to 67+ 24 spline, stock tranny otherwise)
383+.040, 915 heads w/cleanup work. .038 quench, 9.8 compression, 155psi cranking.
Comp [email protected], .470" lift. 4* advanced. DP4B w/AVS2 650cfm.
HP manifolds W/ TTI 2.5 system.
3.55 with suregrip, 27" tires.

Hughes:
Street Master 24-25 2200-2500?
OR
Pro Street 24-30 3000?

Which one guys and girls?
 
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What are you going to be doing with the car? Whats more important to you?
Probably go with the Street Master if it was mine...
 
Mike67 said:
What are you going to be doing with the car? Whats more important to you?
Probably go with the Street Master if it was mine...
Click to expand...
Just street/cruise car. No racing at all.
I just want the most I can get out this combo pulling out from a stop sign.
I really liked the 3.91’s that I had in the car but it took effort to drive above 50mph... to keep up with traffic. The 3.55’s are a much better driving gear...
I was just thinking the 3,000 converter might help cheat the new gears a bit.
 
I would go with the Street Master. You will melt tires when you want to, and will enjoy cruising with the lower stall. JMO.
 
I'm guessing this is the XE262 which requires a stock converter, the rpm range is 1300-5600 so you really wouldn't gain much except heat in the trans of your just cruising.
 
I know the cam is ancient tech but the motor was build old-school. The forged flat tops are only .018 in the hole and a .020 steel shim gasket with the 915’s. Intake valve clearance was a concern so I went with an old design that ramped slow.
 
I'd say it's not so much what the "stall speed" is, but how good it locks up. Check with Frank Luppo, maybe Turbo Action or A-1.
 
Don't mean to hijack this thread, but when looking at the spec's for all the
different stall speeds over the mid to late 60's the 426 Hemi had a 2800
stall. I'm in the same spot as you looking for a converter in that "Sweet Spot".
 
3.55s would like a 2400-2600 with a loose set up convertor...its more fun running a stall over 2500 w 3.55s if its set up tight. Of the 2 mentioned...I would probably do the hughes streetmaster ...If you want a economy price. We have used some Hughes and they seemto be good for price. If you would like more stall yet and really want to step up the performance wo losing drivability...get a Dynamic or Ptc. Ptc is a great buy for the price. Lupos are mopar guys and also a great choice, both can get a tight convertor built to work for your combo.

When I have looked at the "range" that mopar rated factory convertors I have always felt they were overrated. The stalls (that I have been around)listed as 2200-2400 usually were about 1600-1800. The 2600-2800 only 2200ish. Maybe someone can verify a hemi convertor and its actually stall as I have never had one. There is a huge difference in aftermarket convertors ...you get what you pay for.
 
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66Satellite47 said:
I'd say it's not so much what the "stall speed" is, but how good it locks up. Check with Frank Luppo, maybe Turbo Action or A-1.
Click to expand...

What do you (and everyone else) think about the turbo action s-800 11”?
They rate it 2800-3000. I would think that should give me an ‘honest’ 2500...?
 
I suspect a 11" ...to get it to stall that high will be pretty loose. Install it behind a bb and it will probably be 2800-3k like described. But that is just my theory...it will take a call to turbo action to find out for sure. The turboaction we have is old school and racing only and I am not up to speed with their current options.
Lupos really like recomending their dynamic 9 1/2 for the street when you talk about setting it up tight. Our dynamic 9 1/2 moves the car good at 2600 but its rated for 4200, pretty tough to beat.. It would be wicked behind a healthy 383. Ptc 9 1/2was 150 less then dynamic when I priced it.
 
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i had a street hemi convertor in my 68 runner back in the mid 70s 383 with a little work this was a street car it stalled around 2650 good convertor
 
My Lupo Dynamic 9 1/2" is fabulous behind my 500+ inch motors, 4.10, 28.5" tire at 3750#, street legal.
The Turbo Action 10" "tight" worked great too. Thought I broke it, so ordered the Dynamic 9 1/2". Then discovered a baseplate screw had dropped down the intake & bent a valve. But the Dynamic was on the way so I'm using that.
I gather Turbo Action has changed their converter designs some lately, so don't know anything about them.
 
Curiousyellow71 said:
When I have looked at the "range" that mopar rated factory convertors I have always felt they were overrated. The stalls (that I have been around)listed as 2200-2400 usually were about 1600-1800. The 2600-2800 only 2200ish.
Click to expand...

That's what happens when your torque (at the rated stall speed) is less than the factory.
 
Dipstick said:
That's what happens when your torque (at the rated stall speed) is less than the factory.
Click to expand...

In some cases that is very true thats why bb torque can kill sb convertors especially when you get into the higher stalls, I have not seen much variation on the 2200 and below stock stuff. In several cases we had double the power and torque that chrysler ever thought of in front of a oem convertor. In most cases on production cars I think they were often over rated. Hp stuff like the hemi, 340, 440 may be an exception, but most of the stock stuff is long gone now so it seldom matters, certainly the good tranny shops will have a convertor sized up better for a combo then one size fits all.
 
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I say "stall speed" is not a basis for selecting a converter. It is just a number generated for a given engine under certain conditions. Too many variables.
The more important factors are the cover size/design, stator design. Construction quality depends on fin design/assembly methods(brazing etc) stator quality along with sprag & bearing quality.
The cover/fin design with the stator design make the torque multiplication and "stall speed" as well as the very important efficiency of the converter.
 
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