For those running a dump valve: Is this a kit from a trans builder? Or did you create your own? Care to share how these are plumbed? I have heard of some that don't dump much, and others that really allow the engine to spool quickly.
I have two, one that dumps all the cooler circuit to the pan that if needed would help spool. And another that has a regulator from Hutch that keeps the cooler pressure at 75psi or lower. The one with the regulator is on from the burnout until the return road.
Great to know. Thank you!
I don't think the dump valve will help me build additional boost with this converter, as I come right up to the two step quickly anyhow. But this might be a future addition. The money that some of the kits cost is kinda crazy.
Another question about using these for stall spooling: Are the lights more consistent if you stop dumping BEFORE you release the trans brake? I am wondering if the changing fluid flow could introduce inconsistencies in the leave and reaction time if you don't get that out of the way before tb release? I guess I am more interested in the dump valve than I thought!
Yes, as soon as it's making enough power to get up on the converter kill the solenoid. While it's dumping you are creating heat and reduced lubrication in the converter.
Yes, as soon as it's making enough power to get up on the converter kill the solenoid. While it's dumping you are creating heat and reduced lubrication in the converter.
They are dumping on the cooler side so converter flow isn't affected, up if anything from the greater delta across the converter when it is open
They are wasting primary lube oil to the pan though. And if on the pre cooler side, dumping nuclear oil out of the converter into the pan without cooling
I understand that the cooler line dump is on the outlet side of the converter. However if they are not starving the converter how is it going to loosen up the stall speed??
Putting it on the cooler line isn't changing the charging circuit, it is changing the exhaust circuit
Glide converter fluid path=
Valve body > case > pump > converter (between converter snout ID and pump stator tube OD) > out converter to pump ( between stator tube ID and input shaft OD) > cooler outlet on case > cooler > cooler return on case > pump > rear of input (at this point it is your primary lube circuit
The actual converter feed is a fixed orifice at a fixed line pressure
The lube circuit after coming back from the cooler is a restriction.....
The dump on the cooler line is making a parallel dump directly back to the pan..... Removing the restriction
Hence converter pressure drops .... But actual flow through converter increases
Tighter converter in, and now refining my staging and starting line method. I have the mentioned solenoid above. What size hoses are appropriate? It looks like we dump back to the pan. Do I T into one of the trans cooler lines? Which one?
Or, anyone have a picture or diagram?
I'm using methanol as a fuel. Both turbos feed a hat on top of two throttle bodies on a tunnel ram. Pictures following if I don't screw it up.
I currently have injectors low, and nozzles high that come on under boost. No intercooler. I am not measuring intake temps at this time.
So my first...
There's been some interest in this in a few other threads and in PMs, so I'll ramble on a bit about it here. Any questions, comments, advice, ridicule, etc, are always welcome. :)
This is the same concept applied to diesel motors, and different from twin turbo, sequential turbos, etc. Diesels...
Would like some help here, please: I've looked at what is commercially available and it doesn't make a lot of sense. Lets take my example as a starting point. I have a turbo Harley Vrod. I want to use W/M pre turbo to cool the incoming charge. The units I see use a fixed jet and a huge high...
I am looking at building a turbo sbc altered and would like to see some pics of similar set ups if you have any.
Any combo welcome, 4,6,V8, rotor even, as long as it has a turbo or 2 and is in a open car post them up.
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