yeah any time you take a converter from a lower tq motor and put it behind a motor with more tq the stall speed increases, if you need more you can go for the 4.5/4.9 converters.
speaking of converters i found the bit for the cf clutch conversion of the vcc 80e's
http://www.atraonline.com/gears/2008/2008-05/2008_5_6.pdf
did you find out what fdr? it should be 3.48 though the up package (autobahn) had the 3.71
with the boost limiting feature of the 7 stage controller, yes i would, but i didnt design it for that, the TR is a racecar, but its a well mannered street machine.
i designed it to use the GMR Oringless IS with a modified converter hub to save quite a bit of coin over buying a new 900$ non lockup converter. the pressure is for the release side as our converter is more efficient than many here run and we dont need any dragging of the clutch while loading it, while at the same time being able to max out 3rd gear to 167mph.
now it seems like we have a 2.93 fdr so we dont need to drop as much tq down low. so now with tcc locked he could hit over 185 in third tcc locked, but should put us through the traps at 140+mph at no more than 6000-6500rpm.
you cant really use much of my setup advice im afraid as the whole package was built for our terrific low/mid rpm breathing geometry, where the motor is most at home...instead of winding it out to 7k.
build it for tq, and you get hp, build it for hp, and you dont always get the tq.
in regards to the pump pressures, be aware that 300 was the high end of oem, dave boosting it over 300 isnt much, over oem, the mods to no longer limit the pressure apply is what does the trick (****in NVH garbage).
keep in mind the 80e is a different animal...its not one pump, but 4 of them. while two are scavenge pumps, the primary pump and secondary pump seem to double act on the boost valve to limit the second pumps contribution only to the high hydraulic load situations.
like 1st, where there is a whole lotta apply volume and pressure required to keep all the circuits activated-the 80e's hunger for fluid is one reason many tech's point to the unserviceability of the primary filter as the leading cause of premature failure, that thing is barely sized for one pump...and it has to feed two of em.
looking at the pressure valve, you could increase tq signal pressure and/or increase the spring force to up the pressure, but it appears that it would do little to up the pressure and volume since the 2nd pump seems to be limited by the shape of the spool valve. so a new valve with more taper on the secondary pump section looks like it would up the secondary pump pressure, but at the same time youd have to extend the shoulder of the primary section to prevent it from bleeding off.
if you test at the pressure port it looks like you should see ~250-300 main line pressure. the problem is that its limited past that....really it makes sense, cant have anyone complain about hard shifts in a cadillac...yay NVH compromises!
