There used to be, Mike is the treasurer for the project - he can tell us where to send it.

 

Donations can be sent to my PP account, email you PP money to:

passnb4u@earthlink.net

Also, looking at the covers again and comparing to what the 460 had, there's a bit of a difference in shape...I'm going to lay our cover (the one that goes between flexplate and engine) on the tranny, and see what we need.

As far as Stall is concerned...2500 would be about right for us, I recall the cam lift was just over .500, I'll have to dig up the specs for it.

Usually, unless you've built an engine with lot's of powwer, you don't reach the stall speed as advertised, my estimate would be with a 2500 "flash stall", we'll be able to run the engine to about 2000/2200 or so with a foot on the brake.

This would get us into the torque curve of the cam (IIRC, 1500-5000) and let us leave the line entering the powerband.

The cool thing about stall converters is in the range we're looking at, they act very street/trail friendly, you'd almost be hard pressed to tell a difference in normal (not foot to the floor) driving, between a low-ish stall like we're planning, vs. a stock converter.

Until you get into the bigger stalls, like 3500+, you're in pretty good shape.

Biggest factors for stalling the converter (all things being equal) is the weight of the vehicle and the amount of torque it will produce at a given RPM.

We have a heavy truck, plus a 460 that in it's own rights is made for torque.

So the hope would be (IMO) is we leave the line around 2000-2400 RPM's and hit the "mud" hard and within a 100 feet or so, we get 2nd gear about 5000-5200, we see a drop in RPM's as we hit 2nd gear to maybe 3500 or so ( I don't know the C-6 split...)and run thorough the rest of the mud in 2nd gear all in our powerband.

So what we'd want to have Dan do, is make sure that the C-6 shifts from 1 to 2 if we just leave it in 2nd gear, I know some Ford trannies will start out in 2nd if selected...but if it's complicated, no issues, we just put a slap shift shifter on it, and start in 1st, and bang 2nd.

Who know's, maybe we'll need to start in 2nd and get 3rd as well...if we have too much power, we might just be spinning and may need to slow her down some.

Maybe we should think of a fully manual valve body then? Might be best for the mud racing, but could be a PIA for the trails and the street.

 

Like I said, let's get all our surprises over at one time. Did the coverplate come with the engine and tranny, or was it part of the diesel set up? One will work, the other will not. And the differences are so small that you can not tell by looking at it, but must fit check it in place.

 

Yes, the flexplate and coverplate both came attached to the engine, Dan also brought another flexplate and cover plate as well with him, along with the starter...we'll be fine.

If not, you know who's fault it will be?

 

Ours, for not doing our homework. The starter from the diesel will not work - it should be extra heavy duty and may even have a reduction gear on it. Do you know this starter is off a 460 V8?

I am not picking on you - I just know you are more at home with GM stuff, and Ford does things a lot different sometimes. I expect GM has on one or two starters that fit every engine they make, while it seems ford has a different starter for every engine series.

I am still worried about the rocker/pushrod/lifter compatability - even money that we run into a show stopping problem there.

We are months behind our time line, and will be lucky to run the truck this year. Lets try and avoid any show stoppers for the rest of the build.

 

The starter Dan brought down, I'm sure was off the 460 we have, Tim would have to verify, as he and the others split the tranny from the engine in Nevada.

No worries on the rocker arms, lifters and pushrods...gonna work like a charm, in fact I might be inclined to give odds if you bring cash