2nd gen flexplate part # ?

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Postby seeker1056 » Thu Apr 19, 2007 5:23 am

Hmm the old 727 with a clutch adapter were run all the time behind blown nitro hemis with little failure.

You can build four or five complete 727's for the price of one new trans n convertor.

The biggest secret to longevity in an automatic that they dont tell you is the need for a full manual valvebody because it has better line pressues, and shift characteristics.

I would try the 727 before I gave up and spent all that money.
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Postby KTA » Thu Apr 19, 2007 7:19 am

The problem is you cant get a good converter to work with the limited RPM of the diesel. It doesnt spin fast enough to get a good fluid coupling. if you tighten it up to get good fluid coupling then the stall is too low to spool a big turbo. I like for the driveshaft rpms to be directly correlated to the engine rpms, not 4000engine rpm and 100 driveshaft rpm. LOL
Fleet of Junk: 1989 D350 627rwhp 1300 tq B-1/Hx60 twins, KTA pump/injectors, ported head, BIG fuel supply. 13.75@ 109.5mph 1/4: 1992 W350 Cab-chasis, 1993 W350 ext cab cust.370 inj Hx40/16cm 290rwhp hydroboost brakes,1984 D350 crew-cab another project.
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Postby seeker1056 » Thu Apr 19, 2007 9:09 am

I am curious -

if a turbo doesnt make boost until there is load, how does one load a stick vehicle for drags or pulling?

I would think that an auto would be able to spool faster no matter what the stall, because you are loading the motor from the get go and/or against a t-brake or foot brake?

Sure once underway a stick has a one to one advantage, no slippage unless the clutch is slipping and less hp draw.

However short of the slight hp loss thru friction n slippage, the convertor provides torque multiplication over and above direct imput, and in many cases that is a plus over a stick, especially in a heavy vehicle - makes better 60' usually.

It is also less violent on the drivetrain unless your using a tranny-brake

From experience, with a good convertor, it can and will often outperform a clutch. Thats why there is that Adaptor for a Lenco (brin? brint? brent? or sum such) that adapts a convertor to the stick tranny in pro mods (18-2500hp+)

From what I am seeing and reading, the main issue here is that people are trying to use a transmisison not ever designed for dual duty, meaning street and power runs wether drag or pulling.

From what I read and see, It is the lockup clutches in new style trannies that have issue. Same for the valvebody. Apparently you cant obtain enough line pressue to make em not slip, and still have street manners.

But as we all know, companies build a product that will get the most sales, not necesarily the best use or performance.
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Postby KTA » Thu Apr 19, 2007 9:30 am

I wont debate the issue. I will just wait to see a diesel truck running a non lockup TC come within 20feet of a truck with the same power with a lockup TC on the pulling track. Drag racing is a diffrent story.
Fleet of Junk: 1989 D350 627rwhp 1300 tq B-1/Hx60 twins, KTA pump/injectors, ported head, BIG fuel supply. 13.75@ 109.5mph 1/4: 1992 W350 Cab-chasis, 1993 W350 ext cab cust.370 inj Hx40/16cm 290rwhp hydroboost brakes,1984 D350 crew-cab another project.
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Postby IowaCummins » Sat Aug 29, 2009 7:52 am

part number update. i just called cummins today adn they said the 3946161 part number has been changed to 3975464 and it is $123.
1993 Dodge W250 Reg cab. Auto, .010" headgasket, A1 Studs. Just the Lil Ole VE pump Fuelin 7x.014's turnin the Aurora 3000 turbo. 5" Turbo back to Duals. :cbadge:
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Postby Begle1 » Sat Aug 29, 2009 8:39 am

Gassers get better results through a non-lock-up transmission because they're spinning two or three times the RPM with half or a third as much torque.

"Lock-up is good for around a 10% ET reduction in a quarter mile."

I have also been told by the big transmission companies that a stock second gen flexplate fits into a first gen transmission, but an aftermarket second gen flexplate does not.
1990 D-250 Regular Cab: Tweaked injection pump, built transmission, a cataclysmic charlie foxtrot of electronics, the most intense street-ran water injection system in the country, and some more unique stuff.
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