ScottNM

I called the tranny shop and the owner confirmed the freshness and transgo shift kit with hd cluthces. I have ordered a ATI torque converter to match the motor,gears wheels. Would a 3.08 gear be much different at highway speeds than a 2.73? I am wanting streetability with a little launch available to (: Wanting to think I can have a little cake and eat it to I suppose.

I assume it is the "corporate" 10 bolt that most units went to in 72, I believe. The car has not been delivered yet, so I do not know all the details. I have a 70 with a 12 bolt. I will switch them out if that is needed.

So, I have not found this debate thus far. How tough are the 10 bolt units that came in 1st gens? If a person has 500hp, will a 10 bolt handle it? I understand the early 10 bolts may be pretty stout. Is a 12 bolt unit substantially better? What say ye?

So I will be dropping a 454 into what was once a 350 monte unit. It needs to be 1 1/8 headers. Can you recommend one that is a good fit and fair price? thanks again.

Good point. At some point there has to be a maximum loss that would modify percentage. What is discouraging some for me is I have about a 24% corrected HP rating at 5500-6000 altitude in Albuquerque, then add the drive train loss and I think I am looking at getting a 510hp engine to put out a ball park of 330ish to the wheel.

I guess my main reason for asking this question is trying get a general idea of what power is lost going through a TH400 etc. I will not have electric fans either. Anybody dyno at there wheel? Do you know engine block HP prior to install? I am guessing around 50 hp loss. I am quessing my 510hp engine which will be at 6k altitude will be at around 400hp minus another 50 will be close to 350hp at the wheel. What do the experts thing? THanks in advance.

My peak RPM is around 5600, I believe. As far as shifting, I want something street friendly. I am trying to find balance between drivability (mild shifting) and occasionally going to the track and getting the power to the ground. Not to much to ask for, is it. Not sure of the average rpm shift yet

I live near albuquerque at 5500ft above sea level. I believe the corrected HP here will be 380-400 approx. What stall speed do you recommend?

I must say the Torque converter is a challenging part of the equation when trying to get a street friendly 12second 4200lb car with a 500hp engine. I think my gear ratio is 273. I may go up to 330ish. What do you think for drivability? What about stall speed? Another thing challenging is they have these "pre made units for general applications near mine but yet some builders want cam card, wheel size, altitude etc. Makes you wonder.

Feel free to educate me. A high performance Coan TC is around 6-800 dollars. I just bought a whole TH400 rebuilt with borg HP cluthes and a shift kit for 475.00. Now, it is built semi performance, with that expensive coan TC it would be better than the rest of the tranny. What if the tranny blew up, would if destroy the TC? I would rather have a TC cause me to do a 500 dollar performance rebuilt then have a 500 unit destroy a 700 TC. Does that make sense?

A very well known and respected engine builder is building my new engine. He is holding a early nova torque converter originally for a 6 cylinder unbelievably. He suggests I will love the match up of this unit against my bb 5oo hp engine. Imagine that.

I will have a very streetable 500 hp engine soon. I want a street friendly tranny set up that can handle that power. I would like to maybe reach high 12s/qtr mi. Is there a stall speed and brand that would best fit this bill or is this a tall order? Question 2. When a TQ vendor advertises a 2k-2400 stall speed is there a probability that a very strong engine will stall on the lower end of that range?

He says it is just stock. I may change it out. It will need to handle 510 HP.

I have a chance to buy a TH400 for 475. If this is the real deal is it a good deal? He has given me the name of the tranny shop to verify. What do you think? Short tail turbo 400 transmission - Chevy bolt pattern - rebuilt - high performance borg warner clutches and stage 1 shift kit. Just had it completely gone through by local, reputable transmission shop to insure this trans is in perfect shape. 0 miles. Includes converter. Perfect for that muscle car restoration. Fits Chevelle, Camaro, as well as many other applications. The picture shows a yolk in the trans - this is just a standard slip yolk that is in there while the transmission is stored. Yolk not included in sale of transmission. Price if firm at $475.00. This tranny would cost $900+ for you to build or buy yourself.

Turns out it had a LS6 in it but bigfoot had been seen around the garage and one day the hood was ripped out and engine missing. They found bear like fur around the grille, looks like we missed again. Seriously, I finding there are some great stories about these Monte SS's, most of which do not pan out.

One thing I do not have is the engine casting # So here is some data I found 3963512 1969-72 454 2/4 345, 360, 365, 390, 425, 450, Chevelle, Corvette, Monte Carlo Correct me if I am wrong but it shows that IF the casting # is 3963512 it will be a minimum of a 345hp unit or above, even in a 72.

I believe your right. The 5th digit is W in the vin. It is a matching #s 1972 454 that is not a true SS. Well, it is in excellent condition with paint and the interior is original in great condition. 400th tranny, not sure about the rear. It has been bored over.30 does 12500 seem high? 90k second owner and he has owned it since 76.

OK guys, I need your help. Here is the engine code TO424CRW This car is a 72 so I quess it could not be a SS? The next question is could you get a 454 in a 72 and did the suspension is such correspond? If this car is a true 72 454, is it not the value of a 70-71 SS? Thanks

As soon as I get some #s I will post them. It was raining where he was and I told him to get it when convenient. I would love to drive there but its to logn and if it does not pan out, then I wasted time. I did notice ls-6 (some) had a 982cfm carb. He is claiming it had one but he sold it. Anyway this story is not concluded yet. I will keep you posted.

The build sheet would say L6 would it not? I have a fellow who has a SS. He has not found build sheet but has never dropped the tank. It has the protector plates on the rear suspension. He is calling me with the engine# soon which matches the vin. He worked for GM and bought the car from original owner in 76. He claims is was the 454/450hp engine. He says you had to special order one to get it. He said it came with a 950 cfm quad carb. What do you think?

I have heard it rumored that there may possibly be a few L-6 454 units. How would one know if the L-6 unit was originally put in the car besides a build sheet and would the build sheet specify L-6

That is a good point. Maybe I should go oem.

My 454/467 I am getting is rated at 517hp/564 torque. What is a good motor mount that is good for street? Do I need poly or is a standard metal mount OK. thanks

I may have been one of the busiest on my MC. Disassembled the upper and lower arms, removed bushing and ball joints. Because I have a MC that had a 350 originally and I am putting a 454, I have to figure out if my coils are the right ones for a 454. It has a 396 in it now but not sure if the coils were upgraded.

So here are some #s off the tag on passengers side of unit. CA-68 1047 188