Muscle Mustangs & Fast Fords
Billet Torque Converter Install - Torque Conversion
Performance Automatic helps us step up the performance of our AMSOIL GT with a billet torque converter
The rear gears were next on our agenda. Bruce Ponti of AntiVenom went to work removing the stock ring and pinion, and made quick work of the 8.8 internals. With the FRPP gears, the swap was relatively quick and easy, and we were ready to hit the track. Both the transmission and the rear were then filled with Amsoil Severe Gear 75W-140 synthetic rearend fluid and Dominator 5W-20 synthetic racing oil respectively.
With everything loaded up, we headed to Bradenton Motorsports Park for a few more passes down the 1,320. Due to time restraints, we didn't have the opportunity to change the transmission calibration.
After filling the tank with VP Race Fuels' VP100 (StreetBlaze) 100- octane unleaded fuel, we headed into the burnout box. The first pass was made with some caution in case the 1-2 shift didn't occur. We were pleased when the first shift was significantly quicker and harder than in previous attempts.
The Nitto drag radial barked as the 6R80 shifted into Second, but unfortunately, that was the best shift of each run. As our AMSOIL GT scooted down the quarter-mile, each subsequent shift became lazier. It launched much better, but the engine was over-revving and the shifts were very lazy, killing any gains off the line.
Nevertheless, we were pleased with the new higher-stall converter that allowed the engine to zip into the higher rpm range with ease. With the shifts happening a solid 800-rpm higher than programmed, the engine was out of its power band. Couple this with slow shifts and the soupy, 90-degree, humid Florida air, and you have less than favorable conditions.
Our best attempt netted us an 11.27 at 122 mph, and although this was about 0.05 seconds slower than our previous best, we were very pleased to see a strong improvement in the 60-foot. Previously, our blown Coyote got through the short section in 1.71 seconds. The addition of the PA/Circle D torque converter and FRPP gears dropped the short time to 1.58 seconds, and all this with no change to the transmission tuning.
Even though we didn't find the big performance gains we were hoping to see, the groundwork is laid for some seriously quick e.t.'s once we spend more time altering the parameters in the Copperhead ECM.
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