I would like to get opinions on what gearing to use with the combination shown in the signature. I am having a 2004r built and am questioning which gear ratio to go with, a 3.73 or 3.55. Can I get away with using a D5 GN performance converter, stalls around 2400 or should I buy one around 2700 rpm? Use is mostly a street cruiser, strip every once in a while. Getting tired of revving to 3200 or so at 60mph and still getting passed by everyone. Worst of all having little or nothing left when that occasional ricer pulls up.

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Barry Holland
1967 RS/SS Convertible
Red w/White top and Interior
355 w/ 280H Comp Cam, 9.75:1, 461's (2.02/1.6), Holley 750 VS
PowerGlide w/ 2500 stall
4.10 12 bolt posi., 25.1" tires (60 series)

I believe a good place to start would be the cam card. The manufacturer stated the powerband in rpm's for the grind given. Torque conv should be relatively close to the lower number.

But, if installing a TH200-4R, having OD, the lower stall speed would be my choice. GM & others plan on cruise rpm to be between 1800-2200 rpm@60 mph. Therefore, eff. gear ratio would be approx 2.7:1, and a loose convertor would never lock up, overheat the oil and eventually burn the trans clutches.

Fustrating isn't it? Having an OD trans and a high stall convertor don't mix, unless you're on the Autobahn.

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Everett "OBJECTS IN THE MIRROR APPEAR QUICKLY UPON RAPID DECELERATION"

My experience with high stall converters and OD trannys has been just the opposite. I use a 3500 stall Vigilante lockup converter in my 700R4/406 daily driver and it works great. I would keep the 4.10's and use the money saved on the gears to buy a high quality 9.5" lockup converter. With the converter locked you'll be running 68 mph @ 2500 rpm.
With a high stall lockup converter you have the best of both worlds, a good stall speed to get you going, then an efficient converter to cruise with. When you go to the strip, use the first three gears and lock the converter in third. Precision Industries and Yank Converters have excellent websites with lockup converter information, and they can recommend a size, stall speed and stall torque ratio appropriate for your powerband and chassis. No converter site I have ever visited has made any connection between stall speed and cruise rpm. Small diameter converters slip more, creating more heat and requiring a good cooling system, but nothing magic happens inside the converter once the stall speed is exceeded. I run my converter all the time between 2000 - 2500 rpm with no ill effects.
http://www.converter.com ( Precision Industries ) http://www.converter.cc ( Yank Converters )


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1967 Nova coupe daily driver
406, 10:1, 224° cam, Q-jet, 700R4, 3465# w/driver
11.75 @ 117 thru the mufflers
18 mpg on the road

Check.
I agree on the high stall lockup and keeping the 4.10's with the od. You'll have the best of both worlds.