This is the status of my car as it is right now.
1973 Plymouth Scamp
RB 512ci, 440 source stroker kit with lightweight crankshaft, forged pistons, 10.83 CR. Trick Flow 240 heads, 440 source aluminum rockers 1.5RR, Trick flow single plane intake. Holley super sniper EFI, hyperspark ignition, coil and distributor. TTI 2 inch headers. Hughes 3000 stall converter. 727 transmission with transgo tf2 valve body mods. B&M Quicksilver shifter. Gear vendors overdrive to 8 3/4 rear end with 3.91 gears, braced in back. SS leaf springs. Competition engineering race shocks. Pypes exhaust 3" into 2.5 inch. RacePro mufflers. Mickey Thompson ET street SS Drag radials 255/60-15 27.3 inch) but going to 275/60-15 28.2 inch diameter. Current cam specs 244/252 @ .050”, 282/290 adv, .516”/.537” lift(1.5:1 rocker), 112 sep, .016”/.018” lash, Solid lifter from Oregon Cams.
Both Ken Heard at Oregon cams and Steve Magnolo at Hughes converters recommended a 3000 stall converter. Ken said "3000+" Steve said 3000 for street/strip and 3500 if mostly strip.
So I have the hughes 24-30HD
Hughes Performance 24-30HD: Heavy Duty Pro-Street Torque Converter for Mopar A727/TF8 & A518/46/47RH | JEGS
My question is more of what does having the 3000 stall converter give to performance on the street versus the 3500 stall for the strip? What, if any benefit would the 3500 stall do? Are we talking 2 tenths of a second in the quarter or 2 seconds in the quarter? How does the 3000 stall make it better on the street? What would you notice?
FWIW, My intended use is mostly street and next year hopefully the track reopens in Spokane. then about 8-10 trips to the track. I am not competing in any class. Just Friday test and tune.
I have tried to "Google" the differences but I have come up short in my search for the differences. The answers I get are use this stall for this application and that stall for that application.
