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Yes, and I must say he is the best I have come across for knowledge,
quality builds & parts, and friendliness.
I bought a HP 727 trans
and boatload of parts and since we had "talked" over the phone and e-mailed
for years he decided to take a vacation trip to deliver the
trans/convertor/attendant parts so we could meet in person although he did have
other business stops along the way it was a long drive from WA state to Southern
California.
Gary Pavlovich
----- Original Message -----
Sent: Monday, May 30, 2011 1:05 PM
Subject: Re: Torque Converter
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Anyone ever dealt with Pat Blais, aka Torqueflite Pat? I've heard
good things of him over the years, just got a price on a custom
converter (10.75" 67+ High Stall with the 19 Spline Turbine Hub from an
11.75" older converter) for around $335.00. This should be all I
need for my application, and I suspect it is considerably more cost
effective than a Dynamic (although they are closed today, so I haven't
got a quote from them yet...)
From Pat's E-Mail...
The
only Chrysler factory produced 10-3/4” high-stall converter for the
1962-66 19-spline input TF-727 were the Hemi 426 units and they are
quite scarce. We start with a 1967+ 24-spline 10-3/4” high-stall
converter and have it remanufactured using the 19-spline input turbine
hub from a 1962-66 11-3/4” unit; cost is $ 335.55 due to the necessity
for two converter cores and extensive labor to do the
conversion.
Jay
--- On Mon, 5/30/11, Jay
<shelby_nut@xxxxxxxxx> wrote:
From:
Jay <shelby_nut@xxxxxxxxx>
Subject: Re: Torque
Converter
To: 1962to1965mopars@xxxxxxxxxxxxxxxx
Received:
Monday, May 30, 2011, 12:16 AM
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You got it...at the lights I can feel it pulling, really
have to lean on the brakes, even though the tac shows 700. If I
drop the idle any lower it feels like it is going to stall.
I'll play with it a bit more but I think a higher stall
converter is definately needed...
--- On Sun, 5/29/11, Dodger7998@xxxxxxx
<Dodger7998@xxxxxxx> wrote:
From:
Dodger7998@xxxxxxx <Dodger7998@xxxxxxx>
Subject: Re:
Torque Converter
To:
1962to1965mopars@xxxxxxxxxxxxxxxx
Received: Sunday, May 29,
2011, 5:21 PM
The main purpose of a shift kit is,,,,,, firmer, quicker
, more positive and controlled shifts,,,,,, yours is
probably just the fact that you still have a oem converter,
and that at a 1000 rpm it is already applying pressure to the
bands and clutches in the tranny, just about bet that at idle
on a level surface that your car will take off down the road,
and gain speed until the brakes are applied to overcome the
forward momentum from the cars high idle
In a message dated 5/29/2011 3:46:44 P.M. Central
Daylight Time, shelby_nut@xxxxxxxxx writes:
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Let's try again....
My 64 Windsor (Newport) Convertible
originally came with a 361. At sometime in it's life
the 361 was replaced with a 1966 383 2bbl engine. Then
a weiand 4bbl intake, Holley 750, and headers were
added, as well as a cam.
I don't know the specification of
the cam, but it is fairly lumpy, in that it has that
nice lumpy cam tone out the exhaust when in gear. I
have to set the idle at around 1000rpm's, so that in
gear it doesn't stall out.
Question is this, when I put it in gear from
park, it engages hard and pulls the rpm's down to
around 700. Would this hard engagement and large drop
in rpms be possible due to some sort of tranny
modification (shift kit, line pressure or spring
change) or is it more a function of the torque
converter?
Once again, any insight would be
appreciated!
Jay
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