Work me up a deal on a convertor for my 2012 LFX nitrous car, 6L50E auto and I will post before and after numbers. I have plenty of all motor and nitrous passes for the BEFORE convertor change numbers. I also have the suspension and tires ALREADY on the car to handle the convertor for the AFTER runs. BMR suspension rear diff bushings. toe ends, links, cradle bushings, tunnel brace and M/T 305/20 drag radials ALREADY on the car.
Consistant: 60' 1:71 - 1:74, 12:71 -12:75 @ 106.33 - 106.99 on the bottle (100HP setting @1000 PSI pressure)
All Motor 60' 1:93 - 1:96, 13:91 - 13:95 @ 101.06 - 101.73 on all motor leaving at an idle and flashing convertor on the last yellow.
Trifecta Tune on the car so I am not sure if I can get the transmission tuning needed for lock-up clutch control with them or not????
Quote:
Originally Posted by SC2150
We have seen it time and again, but the key IS traction dependent. You must have the tires to put the tq to the ground. And this is with the FTI 3600 billet. We raced the entire country with our footbrake cars, and had run most well known brand at one time or another (many sponsoring us with free product) and at the time, nothing equaled the FTI in the 4L60E cars. The 6L80e's we see .5-.7 traction dependent all the time. And this is from a group of professional drag racers here...not the occasional T&T driver.
Well put. The 6L80E has more mass to turn, so more parasitic loss.
My C5 corvette bracket car ran 11.50's all day long with 346 rwhp with a FTI 4200 stall on M/T drag radials,
and the BatCar in my sig runs mid 10's daily driver.  |