Dusty -
Shift point is 5200
So the issue I am facing is similar to that of a slipping clutch?? Would that be close to a correct description.
Is there anything I can look into that will yield me a better understanding of why this happens?
My understanding so far is the fin design of the impellar / stator / turbine controls where maximum coupling of the engine and tranny. Depending on this design slip occurs allowing the engine RPM to reach a certain point for turbo spool. This is good for elimination of lag. But with the design of my converter the negative side I have to shift at elevated RPM's in order for the converter to remain coupled or operate most efficiently with minimum slip and maximum transfer of power from the enging to the wheels. For some reason at my power level and shift point the fluid coupling is not maximized. End result power transference is lost.
I would love to learn why this is happening, more specifics.
Do you have any clue at what power levels this starts happening? I am at 16 lbs.
Further more how much of a window do you have with spec'ing out a converter.
My goals are around 23 - 25 lbs boost max, but if I run the car at 16 lbs how will this effect the performance of the converter or will I need a different converter for say the 16 lbs and then max effort 25 lbs?
Yes, a slipping clutch would be a good comparison.
Your shift point of 5200 is much lower than it should be and is not helping. With your combination 5800-6000 would be a good area to start. For example, if your not seeing any rpm drop at all shifting at 5200, you might see 600 rpm drop when shifting at 6000. This is at your current boost level. It does look like your on the edge of pushing through it anyway so increasing the boost from 16psi to 24psi will most likely put you back into more slip.
The converter stall will change with the amount of torque applied to it. Your engine makes more torque than a stock cube, stock stroke engine so from the very beginning your stall speed will increase. It's always give and take with converters. If you need more stall rpm to spool the turbo, you will loose efficiency. Raise the stall speed 400 rpm down low and you will loose nearly that much drop at the gear change. The only way to offset this is to go 400 rpm higher on the shift rpm. The 9.5 has changed this somewhat because I can get it loose down low but not loose efficiency but there is still a point where the rpm range/camshaft and the turbo size need to work together to make converter selection easier.
The point which you begin to push through a converter will vary from engine to engine. As you apply more power, it will want to slip more.
Best thing to do is spec a converter for the max effort. It will be tighter at a lower boost level but that's just the nature of what your dealing with. Such as a nitrous converter. People constantly order converters for a 400 shot of nitrous and then wonder why it's so tight on the 150 shot. It's because the stall will change with torque applied to it.
However, the 9.5 non lock does give me a pretty wide range. Even if I spec it on the loose side, it's hard to drive through even the loosest of them.
