Danville 72/83 vs s400 single
- Thread starter durawhore
- Start date
If you go with a twin set up, you should run the twin set up Thomas Moore is running in his lb7! Truck runs good!
Might put a billet wheel in my 366 and just add a 480.
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let me put it like this since we are missing info on converter/turbo in this thread that someone could take the wrong way. you are correct though
I look at this in 3 parts
A high stall converter for a big turbo is great for trying to get on top of that turbo when trying to spool it at a stop. this is where a good combo of turbine a/r, turbine wheel size, tuning and converter can make or break a big single but ONLY when staging in this case. a high stall converter can mask a bad turbo setup/tune and a good turbo setup/tune can over come a lower stall converter than most run, or any combo of the three.
when you drive the truck with the converter unlocked, (and ill probably get some terminology wrong here so help me out) you will notice that the higher stalled converter lets you hit the throttle in same gear you were just cruising in at 1500rpm and rpms will flash higher than a stock converter, thus letting you get ontop of the turbo quicker, light it off and go. No down shift needed. this can be altered though with trans tuning if you have a lower stall converter where you make the trans kick down a gear. Makes it very easy to stay above a certain RPM, accept if your in 1st gear, like a higher stalled converter would. i have seen both work really well.
finally is the issue with the converter locked. when its locked either towing or not towing and you roll into it, no stalled converter will make any difference as the converter is now locked to a 1:1 ratio with the engine. even kicking down a gear sometimes wont be enough to get right on top of that big turbo to spool it up and go, sometimes it will take 2 gears to drop. there is no more "give" from the converter anymore to make the engine rev when the throttle is hit to help get on top of that charger.
The biggest thing to remember in a thread like this is everyone drives differently and has different expectations. I love my S480 as a single, I retuned all of my shift points and it drives awesome but that's me. Others would probably hate driving my truck and I've driven some twin setups that I didn't much care for. If you're going to tow a lot, both often and weight, then you'd be foolish to go with something other than a twin setup.
You are exactly right, the only solution to the problem is a lockup box. My truck did great spooling at the line when racing and driving around normally. The only issue I had was passing in 5th or 6th gear, It would fog the highway out. With Bens lockup box I pull out to pass manually unlock the converter, RPM's rise fast and I can easily pass with no smoke and lots of speed. This setup works but is not for everyone, I don't mind the little quirks that come with a big single, Its a blast to drive and I love it. I had to tow heavy regularly It would get old very fast.let me put it like this since we are missing info on converter/turbo in this thread that someone could take the wrong way. you are correct though
I look at this in 3 parts
A high stall converter for a big turbo is great for trying to get on top of that turbo when trying to spool it at a stop. this is where a good combo of turbine a/r, turbine wheel size, tuning and converter can make or break a big single but ONLY when staging in this case. a high stall converter can mask a bad turbo setup/tune and a good turbo setup/tune can over come a lower stall converter than most run, or any combo of the three.
when you drive the truck with the converter unlocked, (and ill probably get some terminology wrong here so help me out) you will notice that the higher stalled converter lets you hit the throttle in same gear you were just cruising in at 1500rpm and rpms will flash higher than a stock converter, thus letting you get ontop of the turbo quicker, light it off and go. No down shift needed. this can be altered though with trans tuning if you have a lower stall converter where you make the trans kick down a gear. Makes it very easy to stay above a certain RPM, accept if your in 1st gear, like a higher stalled converter would. i have seen both work really well.
finally is the issue with the converter locked. when its locked either towing or not towing and you roll into it, no stalled converter will make any difference as the converter is now locked to a 1:1 ratio with the engine. even kicking down a gear sometimes wont be enough to get right on top of that big turbo to spool it up and go, sometimes it will take 2 gears to drop. there is no more "give" from the converter anymore to make the engine rev when the throttle is hit to help get on top of that charger.
I said "IMO" for a reason. First, I should have been more specific and said as a single. Second, I came to that conclusion out of the singles I have tried. stock, 4094, 72mm 4094, and now an s475. I personally felt that the s475 let the truck run much better. Went from a 12.8 with the 72mm 4094 to a 12.4 by switching to an s475. But I was willing to risk the tradeoff of the lag, but my 72mm 4094 lagged a bit less than the s475.
That being said, the vvt's do shine when they are twinned. I knew a guy that had a 72 in the valley with an s500 on top, and he didn't like the setup for big power. But there are some people on these forums making good solid power with a vvt.