Sprag or spragless

#3600 pound car with 545 and a c6 with 4.10 gears. I am ready to put the motor in and order the converter and I ask , Sprag or no Sprag?

give Lenny a call @ UCC ...his website is in the side bar >>>>>>>>>

ps change your weight

x2 lenny is the man

600 pound car? It's just an engine with wheels?

Spragless IMO

3600lbs

If you can give a little more info it would help out. Engine specs, street driven or just raced. I would think a 10" if more toward street driving, a 9" if more race oriented. They would both utilize a sprag for performance and heat control. Whatever your driving preferences, one of these two configured for your combo would work great for you.

ultimatelenny wrote:If you can give a little more info it would help out. Engine specs, street driven or just raced. I would think a 10" if more toward street driving, a 9" if more race oriented. They would both utilize a sprag for performance and heat control. Whatever your driving preferences, one of these two configured for your combo would work great for you.

650 tq @4400 rpm and 650 hp @ 5800 rpm the motor has a 600 tq flat line from 3100 rpm till 6000 rpm. The cam is .726/.726 lift 296/296 @.050 du solid roller with a victor manifold and a 1050 dominator. 11/1 comp in a car that is going to be a bracket racer. I dont have a trans brake , but will add one soon. c6 4:10 gears with 28x10.5x15 slicks No spray just motor

I'd go with the sprag.

richter69 wrote:I'd go with the sprag.

X2

airford1 wrote:

ultimatelenny wrote:If you can give a little more info it would help out. Engine specs, street driven or just raced. I would think a 10" if more toward street driving, a 9" if more race oriented. They would both utilize a sprag for performance and heat control. Whatever your driving preferences, one of these two configured for your combo would work great for you.

650 tq @4400 rpm and 650 hp @ 5800 rpm the motor has a 600 tq flat line from 3100 rpm till 6000 rpm. The cam is .726/.726 lift 296/296 @.050 du solid roller with a victor manifold and a 1050 dominator. 11/1 comp in a car that is going to be a bracket racer. I dont have a trans brake , but will add one soon. c6 4:10 gears with 28x10.5x15 slicks No spray just motor

A 9" converter (S98) would work great in your application, especially with the weight and stroke. Not only will it be the quickest piece in the car, but very consistant. It can be built with either an X5 sprag assem. or a mechanical diode(both are one way mechanisms that allows the stator to run one to one with the turbine and pump after flash or torque multiplication). This converter uses an 8" stator that is very aggressive on the leave and the S98 core we use has a 5 qt. fluid capacity that ensures maximum lock up and heat control. Hope this helps as I tend to start getting long winded with all the variables involved in converter theory. Simply put, one size does not fit all.

This site is coming together great. We now have a pro converter guy, some really good Professional engine builders, a pro Tranny guy,pro Suspention guy.Why would we need to go any where else?
Thanks to All of you

Thanks for the kudo's and let us not forget that we have one of the best NOS guys around in Steve Johnson at Induction Solutions.

and the losing-est driver in mud racing history.

Im a legend!

Why do guys run a spragless?

BIGDOG466 wrote:Why do guys run a spragless?

because they keep breaking sprags.............have yet to join that club.

richter69 wrote:

BIGDOG466 wrote:Why do guys run a spragless?

because they keep breaking sprags.............have yet to join that club.

I've joined.

So when would be a good time to go spragless? Is it a NOS vs all motor deal? I'm starting to shop around for a 4500-5000 stall for my 466 mud truck that will see occasional shot of NOS (no more than 250). Reading around the web, it seems that I would need spragless, but after reading this, now I'm not sure.

I recently asked this question to a local, reputable converter guy. He said spragless converters tend to be stronger and offer greater consistency but at the expense of a little ET and mph. He only recommends them for guys putting down a butt ton of torque who bracket race constantly and aren't concerned with the slight performance losses that are supposedly inherent.

so for a solid roller 466 that will see occassional shots (no more than 250) of NOS, I can save a few $$ and be safe with a converter that has a sprag in it?