Turbo, converter question.

[86 TR]

I just installed the new billet 6262 journal bearing with the precision .63 housing. It spools ok but not to my liking.

I guess I was used to my TE60 with a garrett .63 housing.

What stall speed would one recommend? I was thinking about 2800 L/U.

Any suggestions? I can only build 2psi on the foot brake now before it starts to push the car. And thats about 2300 rpm with a stock diameter orange stripe stall.

Thanks.

 

[Louie L.]

A real orange stripe converter rated at 3,000 RPM stall. I cant see much of an issue spoling up a 62-62 with that. I would look at other issues.

2PSI and the car pushing sounds like you need some brake work. You are comparing 2 different issues, both cured with different solutions.

 

[Dusty Bradford]

Check your rpm at 0# of boost and see where your at.

A 2800 stall 10" should spool it easily considering it works well with the 6776's.

 

[86 TR]

I checked the rpm from the scanmaster and its only stalling to 2200 rpm at O psi boost.

 

[Sweet6]

Check your rpm at 0# of boost and see where your at.

A 2800 stall 10" should spool it easily considering it works well with the 6776's.

The ball bearing or journal bearing? I thought the journal bearing needed a 3200+?

 

[Dusty Bradford]

The ball bearing or journal bearing? I thought the journal bearing needed a 3200+?

That's what everybody thinks:biggrin:

Considering how well the DBB 67's work with a real 2800 stall, the JB 62's should be able to get away with 2800 as well. I can do handwork to the stator to get them up a little easier but I really feel a true 2800 is enough.

 

[JP112_89]

The ball bearing or journal bearing? I thought the journal bearing needed a 3200+?

I thought journal needed 3200-3400 stall. When I called Precision they told me 3200 would work well and some have went to 3000.

 

[street6]

this is what I was thinking.....

journal bearing 6262 =2800 to 3000 stall
journal bearing 6265 =3000 to 3200 stall

from what I was told....you can not compare a 2800 12" converter to a 2800 10" converter...they will differ b/c of rotating weight, etc.

also some vendors sell advertised 2800 stall converters that will work great with a 6262 while another vendors may suggest an advertised 3200 (which works comparable to the 2800).

keep it as tight a possible .......IMO I would rather be a little tight than too loose (I like about 5-8 psi on the foot brake and/or using the e-brake for launching).

 

[Dusty Bradford]

this is what I was thinking.....

journal bearing 6262 =2800 to 3000 stall
journal bearing 6265 =3000 to 3200 stall

from what I was told....you can not compare a 2800 12" converter to a 2800 10" converter...they will differ b/c of rotating weight, etc.

also some vendors sell advertised 2800 stall converters that will work great with a 6262 while another vendors may suggest an advertised 3200 (which works comparable to the 2800).

keep it as tight a possible .......IMO I would rather be a little tight than too loose (I like about 5-8 psi on the foot brake and/or using the e-brake for launching).

First of all a 12" converter will have a hard time making 2800 at 0#. If someone has a true 2800-3000 12" converter I'd stay away because they've got the fins so laid over it won't work in high gear. They can rate the orange stripe at 2800 but most go 2200-2400 at the most unless you have a large turbo. If you hold the brakes with the e-brake as well and have a large turbo like a 62mm or larger, you may get 2800 at 0# but your having to torture the car to get there. The reason a 2800 12" can't be compared to a 2800 10" is because the 12" will not truely stall that high without being rough with it. The weight is a factor but the true stall speed is the major difference.

Next on these stall ratings. I rate everything at 0# boost. Some may rate them at 5# for example. Your example above looks pretty good. I still think a 6265 can get away with a 2800 but if a customer wanted easier spooling I would do extra work to the stator to make it a little looser.

The stall will change by changing turbo's alone. A converter may go 2800 with a 6262 at 0#. Now change to a 6265 and the same exact car and converter may go 3000..........Why...........because the larger turbine needs more rpm to make it to 0#. Once you cross a point where the car is too hard to get on boost it's time to go looser. If a car that goes 3000 rpm at 0# is too sluggish down low, the next move is to go looser.

It all comes down to true stall speeds.

 

[street6]

Well put!....(true stall speeds)

I wish all converters were rated at 0#, but it has been my experience that many are not (three converter changes in 3 weeks is not fun!)

 

[Sweet6]

That's what everybody thinks:biggrin:

Considering how well the DBB 67's work with a real 2800 stall, the JB 62's should be able to get away with 2800 as well. I can do handwork to the stator to get them up a little easier but I really feel a true 2800 is enough.

I meant the 6776 journal bearing needed a 3200+. My buddy had a 6776 with a 3200 and it spooled kind of slow from a roll on. I thought it spooled up fine at the track. I would agree that you could be able to get the 62 to spool good on a 2800. Good TC, good IC, good exhaust and proper fueling.

I had a old 63E with a 0 pump Vig and my buddy had a 6776 JB with a 0 pump Vig and my car spooled a little faster. Both cars are basically the exact same set up. Jut different brands of the same parts.