RE: Torque Converter

He’s rebuilt two for us and will do one for my Max Wedge. He builds for most of the racers in the northwest, 35 years of specializing in torqueflites. I trust him. /Butch/Ferndale, WA

From: 1962to1965mopars@xxxxxxxxxxxxxxxx [mailto:1962to1965mopars@xxxxxxxxxxxxxxxx] On Behalf Of Jay
Sent: Monday, May 30, 2011 1:05 PM
To: 1962to1965mopars@xxxxxxxxxxxxxxxx
Subject: Re: Torque Converter

Anyone ever dealt with Pat Blais, aka Torqueflite Pat? I've heard good things of him over the years, just got a price on a custom converter (10.75" 67+ High Stall with the 19 Spline Turbine Hub from an 11.75" older converter) for around $335.00. This should be all I need for my application, and I suspect it is considerably more cost effective than a Dynamic (although they are closed today, so I haven't got a quote from them yet...)

From Pat's E-Mail...

The only Chrysler factory produced 10-3/4” high-stall converter for the 1962-66 19-spline input TF-727 were the Hemi 426 units and they are quite scarce. We start with a 1967+ 24-spline 10-3/4” high-stall converter and have it remanufactured using the 19-spline input turbine hub from a 1962-66 11-3/4” unit; cost is $ 335.55 due to the necessity for two converter cores and extensive labor to do the conversion.

Jay

--- On Mon, 5/30/11, Jay <shelby_nut@xxxxxxxxx> wrote:

From: Jay <shelby_nut@xxxxxxxxx>
Subject: Re: Torque Converter
To: 1962to1965mopars@xxxxxxxxxxxxxxxx
Received: Monday, May 30, 2011, 12:16 AM

You got it...at the lights I can feel it pulling, really have to lean on the brakes, even though the tac shows 700. If I drop the idle any lower it feels like it is going to stall. I'll play with it a bit more but I think a higher stall converter is definately needed...

--- On Sun, 5/29/11, Dodger7998@xxxxxxx <Dodger7998@xxxxxxx> wrote:

From: Dodger7998@xxxxxxx <Dodger7998@xxxxxxx>
Subject: Re: Torque Converter
To: 1962to1965mopars@xxxxxxxxxxxxxxxx
Received: Sunday, May 29, 2011, 5:21 PM
The main purpose of a shift kit is,,,,,, firmer, quicker , more positive and controlled shifts,,,,,, yours is probably just the fact that you still have a oem converter, and that at a 1000 rpm it is already applying pressure to the bands and clutches in the tranny, just about bet that at idle on a level surface that your car will take off down the road, and gain speed until the brakes are applied to overcome the forward momentum from the cars high idle

In a message dated 5/29/2011 3:46:44 P.M. Central Daylight Time, shelby_nut@xxxxxxxxx writes:
Let's try again....

My 64 Windsor (Newport) Convertible originally came with a 361. At sometime in it's life the 361 was replaced with a 1966 383 2bbl engine. Then a weiand 4bbl intake, Holley 750, and headers were added, as well as a cam.

I don't know the specification of the cam, but it is fairly lumpy, in that it has that nice lumpy cam tone out the exhaust when in gear. I have to set the idle at around 1000rpm's, so that in gear it doesn't stall out.

Question is this, when I put it in gear from park, it engages hard and pulls the rpm's down to around 700. Would this hard engagement and large drop in rpms be possible due to some sort of tranny modification (shift kit, line pressure or spring change) or is it more a function of the torque converter?

Once again, any insight would be appreciated!

Jay

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