New heads, cam, and lots of other stuff. Here's a vid. - Page 2 - LS1LT1 Forum : LT1, LS1, Camaro, Firebird, Trans Am, Engine Tech Forums
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post #16 of 27 (permalink) Old 06-08-2016, 08:07 AM Thread Starter
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Here's the reply from Yank:

Dan I would use our SS3200 model it will be more efficient and run cooler. The 3000 is built from a non billet stock case converter that we re work.
Dave Myers
Yank Performance
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I'm going to go with what they've suggested. And yes, I sent them all my cam/heads/engine/driveline specs.
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post #17 of 27 (permalink) Old 06-08-2016, 09:00 AM
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Quote:
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Here's the reply from Yank:

Dan I would use our SS3200 model it will be more efficient and run cooler. The 3000 is built from a non billet stock case converter that we re work.
Dave Myers
Yank Performance
775-826-9955


I'm going to go with what they've suggested. And yes, I sent them all my cam/heads/engine/driveline specs.
Excellent choice. I would also add a trans cooler. I just used a Hayden 516 plumbed in after the radiator cooler.

1989 jaguar xjs, '93 z/28 eng.& trans. asp pullies,csi,1.7 scorpions,26918 springs, transgo, yank ss3600, homemade shorties,dr. gas x, alvins tune [email protected] 1.74 60' 3900#
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post #18 of 27 (permalink) Old 06-09-2016, 08:21 AM
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You got good guidance from Dave at Yank, as I always have too. I don't always run their converters, but in a street/performance application, I really do believe they are the best.
The SS3200 is ideal for a driver/performance compromise. Anybody that has ever used the SS converters will agree. If you were going with any other converter, I agree with some here that 3200 would lean more toward performance and away from daily driveability.


The stock B-body trans cooler is all you need unless you're towing.


If you don't already have 3.73 gears, get some

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Stock bottom LT1, Advanced Induction HR cam & ported GM heads
10.98 @ 122 NA
10.35 @ 128 on the 100 shot

Last edited by bowtienut; 06-09-2016 at 08:25 AM.
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post #19 of 27 (permalink) Old 06-09-2016, 08:41 AM
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I agree that Yank SS converters are a great converter, but 3200 is too much for that small of a camshaft in a daily driver.

But, what do I know...

1995 Camaro Z-28, M6, 396 stroker, Scat forged 3.875" crank, Scat Ultra Q-Lite 6" H-beams, Icon forged pistons (4.030"), splayed 4 bolt w/ARP studs, 12.25:1, AFR 210 heads (2.08"/1.6", 58cc), Comp Ultra Pro Magnum XD 1.7:1 rockers, GM847 cam (234/242 .611"/.632"), Edelbrock LT4 air-gap intake, Spec Stage 3+ clutch, Fidanza aluminum flywheel, 24x conversion, 0411 PCM, TPIS 58mm, Bosch III 42# injectors, Aeromotive 340, Kook's stepped LT's -- SOLD TO MYSTERYBIRD
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post #20 of 27 (permalink) Old 06-09-2016, 08:46 AM
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Quote:
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I agree that Yank SS converters are a great converter, but 3200 is too much for that small of a camshaft in a daily driver.

But, what do I know...
Have you used one?
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post #21 of 27 (permalink) Old 06-09-2016, 08:49 AM Thread Starter
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Edge suggested 3k in their "Street Edge" series, FWIW.

Everything I've read (and been told) is that Yank converters run a bit tighter, so an SS3200 will act more like a 3k. Any validity to this?
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post #22 of 27 (permalink) Old 06-09-2016, 08:57 AM
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Quote:
Originally Posted by bowtienut View Post
Have you used one?
Dozens of them... On the 60E/700R4 I've used Yank, Circle D, Precision...many, many of them. It's what I do for a living.

With a camshaft that small, in a daily driver, I would have gone with around a 2600 rpm stall speed, though. If he wanted to stay with an SS, a 2800 would be fine. But, IMO, 3200 is too loose...

I'm not saying that it won't work. It will propel the car around just fine. The SS is a great converter. That's why I use them. But, a little tighter converter would make better use of the cam profile and smaller heads, and generate less heat in the process.

1995 Camaro Z-28, M6, 396 stroker, Scat forged 3.875" crank, Scat Ultra Q-Lite 6" H-beams, Icon forged pistons (4.030"), splayed 4 bolt w/ARP studs, 12.25:1, AFR 210 heads (2.08"/1.6", 58cc), Comp Ultra Pro Magnum XD 1.7:1 rockers, GM847 cam (234/242 .611"/.632"), Edelbrock LT4 air-gap intake, Spec Stage 3+ clutch, Fidanza aluminum flywheel, 24x conversion, 0411 PCM, TPIS 58mm, Bosch III 42# injectors, Aeromotive 340, Kook's stepped LT's -- SOLD TO MYSTERYBIRD
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post #23 of 27 (permalink) Old 06-09-2016, 08:59 AM
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Quote:
Originally Posted by AtlantaDan View Post
Edge suggested 3k in their "Street Edge" series, FWIW.

Everything I've read (and been told) is that Yank converters run a bit tighter, so an SS3200 will act more like a 3k. Any validity to this?
A Yank SS3200 drives like a Street Edge 2800. A Yank SS3600 drives like a Street Edge 3000. I've had or driven all 4 of them in B-bodies and F-bodies.
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post #24 of 27 (permalink) Old 06-09-2016, 09:07 AM
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Dynamic, the numbers on that cam indicate "small". However, with even mild heads like he's running, it likes to be shifted at 6200 for best performance, and runs anywhere from low 12's to high 12's in 4200 lb B-bodies. So, performance-wise, it's not so "small"
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post #25 of 27 (permalink) Old 06-09-2016, 09:21 AM
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Is he setting it up for racing, or as a daily driver? If he's primarily racing it, then, yes, I'd go with the looser converter and have fun with it at the track. But if it's street driven primarily I'd tighten it up and make better use of the bottom end of the torque curve around town, especially in such a heavy car. If guys use 60' times and ET's to determine their optimum stall speed, they'll end up with a converter that's looser than it needs to be for daily driven purposes every time.

I'm sorry, but 212/224 is just not that large of a camshaft, and 6200 is not that big of a number. Maybe I've just been in circle track racing too long... I'm sure it runs great, and is exactly what he intended to build. It looks to be pretty decent setup, but it just doesn't need that much converter.

Just my experiences...

1995 Camaro Z-28, M6, 396 stroker, Scat forged 3.875" crank, Scat Ultra Q-Lite 6" H-beams, Icon forged pistons (4.030"), splayed 4 bolt w/ARP studs, 12.25:1, AFR 210 heads (2.08"/1.6", 58cc), Comp Ultra Pro Magnum XD 1.7:1 rockers, GM847 cam (234/242 .611"/.632"), Edelbrock LT4 air-gap intake, Spec Stage 3+ clutch, Fidanza aluminum flywheel, 24x conversion, 0411 PCM, TPIS 58mm, Bosch III 42# injectors, Aeromotive 340, Kook's stepped LT's -- SOLD TO MYSTERYBIRD
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post #26 of 27 (permalink) Old 06-09-2016, 09:46 AM
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It's good to hear everyone's perspective. I've always been disappointed in street performance with anything above a stock cam if I'm running any than a 9.5" 2800 Edge/Vig/Coan, even in 4800 lb light pickups. And since using Yank SS TC's over the past ~12 years, I've seen I can move that "minimum" up to their SS3200 to keep identical streetability and pick up some extra grin for that occasional visit to the dragstrip, and even on the street during a heavy throttle runup through the gears.
Your points are 100% valid for someone who values light acceleration streetability above all and could care less about that timeslip they want to keep in their glovebox for bragging rights
By street performance, I'm not talking the dig from a stop; even a well tuned car with a stock TC can roast street tires on an unprepped surface. I'm talking about that disappointing "bog" you feel when you've just come out of the meat of your powerband during spirited acceleration and it falls too far down in rpm in the next gear because of the too-tight converter. It's really pronounced with the gear ratios of the 700R/4L60 trans. I explain it to people this way when they're trying to decide: If you want the car to feel best during a <50% throttle acceleration, then go lower. If you want it to feel best for >50% throttle acceleration runs, then go higher. In his case, I'll say "lower" means the minimum you can get in a 9.5" TC, ie. 2600-2800, and higher would be the 3200. If he were to run 3.73 or 4.10 gears, which I think is the sweet spot for those heavy cars, then I'd even recommend Yank's PAS3400, which is their SS3600 with a different style stator with higher STR; gives it a tighter feeling yet still flashes to 3600 when you nail it.
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post #27 of 27 (permalink) Old 06-09-2016, 09:53 AM
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Well said... On the track, it's about the time slip, as you said. On the street, it's all about feel at lighter throttle settings.

And how well I know about the huge 1-2 ratio split in the 700R4/60E...! It can be a bit of a challenge to tune around!

1995 Camaro Z-28, M6, 396 stroker, Scat forged 3.875" crank, Scat Ultra Q-Lite 6" H-beams, Icon forged pistons (4.030"), splayed 4 bolt w/ARP studs, 12.25:1, AFR 210 heads (2.08"/1.6", 58cc), Comp Ultra Pro Magnum XD 1.7:1 rockers, GM847 cam (234/242 .611"/.632"), Edelbrock LT4 air-gap intake, Spec Stage 3+ clutch, Fidanza aluminum flywheel, 24x conversion, 0411 PCM, TPIS 58mm, Bosch III 42# injectors, Aeromotive 340, Kook's stepped LT's -- SOLD TO MYSTERYBIRD
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