curious to know how much power is lost on the dyno with a th400? is there a exact % of drivetrain loss to go by?
I was wondering that myself, but I assume there is a 3rd factor in the equation. The Stall! My loose unlockable stall will hold down my dyno #s more than a stall that is tight.curious to know how much power is lost on the dyno with a th400? is there a exact % of drivetrain loss to go by?
i have a pi convertter stall is about 3800-3900 ish. manual lockup switch .should i lock it up on the dyno or no need when i stab it in 3rd gear.i have a rev. pattern no engine braking setup on my th400 with a manual lockup switch. no trans brake in use. curious to know about when should i stab it wot on the dyno and if and when to hit the lock up switch????????bingo, converter plays the biggest role in determining the DT loss.
The issue with LU @ WOT is the capability of the LU clutch to hold the power. LU clutches are very small and any converter with a single LU clutch is not going to hold up for very long. I used to see about .2 and 2mph when I locked my 4.1L Buick V-6 in 3rd but it is hard on the LU clutch. The answer is a somewhat expensive multi-disc LU converter.The consensus has always been to not lock our converters under WOT. Never understood it cause the V8 & Buick V6 guys do it all the time.
Just use the dyno for tuning, not to make big numbers. At the track is where the auto will make everyone forget about the lower HP numbers!