[PAUL K]

I'm looking for any stall speed or performance information on a Continental 10" P1C P/S T.B. (this is the information on the box marked part number) Any input would be appreciated.

[ta man]

Originally Posted by PAUL K

I'm looking for any stall speed or performance information on a Continental 10" P1C P/S T.B. (this is the information on the box marked part number) Any input would be appreciated.

Lenny at UCC may be able to help..he basically quoted what my continental is. Cliff should have a good idea also.
10" P1(R) P/S E/W
I know the E/W on mine is extra weld

[Steve C.]

Mine from 2003

10" 400 P-1 P/S

I have no clue what the numbers mean except it's a 10-inch converter and custom for a 462 combination. I called Kris with the actual dyno sheet for it and went over the set up, trans, gears, etc.
Probably a 3500 stall, give or take.

.

[TCSGTO]

I’m pretty sure the P1/PS are a tight 10”. I had a 4200 Continental that was a P3. Like was mentioned Lenny @ Ultimate would know for sure.

[Torquewar]

Mine is stamped P1 /PS and is very tight, flashes also in the area around 3500. Mine is under 10 yrs old.

[Jim Moshier]

I have a Continental 10" APEX-10.30 P-1 D P/S i AM INTERESTED in finding out what this means too! should be a tight 10" flash to 3,000-3,200 have not installed yet but will this winter.

[Formulajones]

I have a P2 in the chevelle but I haven't looked at it in 15+ years, couldn't tell you what other stamps it has on it. Flashes in the 3500 range and drives like it isn't there on the street.

My father has had 3 continentals in his GTO, they were all stamped P3 as far as I remember. Pulling the latest one out this week for a new TSP unit, I'll look at it closer. Was meant to be as tight as Kris could make it but it ended up just being too loose and not coupled well behind a 571ci engine. May work nice behind a 455 though.

[tc]

Mine has printed on the box and invoice, from 2005, 10" 400 P1 P/S
In my 428, 3800 lbs car,running high 11,low 12 stalls at 3400, flashes to 3600
Drives great on the street, car moves with little pedal movement
I have a vague memory talking to Kris that this was one step looser than the tight 10". My friend had the tight 10, his 3900 lbs car, 455 ran 12.7, stalled to 2800 rpm

[PAUL K]

Thank you all for your responses. It's appreciated very much.

[Formulajones]

I pulled the 10" Continental out of dad's car yesterday.

It's stamped

P2
PS
R
TB
BAL

I'm pretty certain the BAL is for the balloon plate. The rest of it I'm not sure. It's one of the last converters Kris built for dad's 571ci Pontiac before he closed the doors.

I can say I have a P2 in my 454 Chevelle and it drives very nice, coupled well, and flashes to 3500 or so if pushed. This particular P2 I just pulled out however was very loose driving in all conditions in dad's car, and never felt coupled at all, and at the track it was basically driving through the converter on the passes he made.

[TCSGTO]

Originally Posted by Formulajones

I pulled the 10" Continental out of dad's car yesterday. This particular P2 I just pulled out however was very loose driving in all conditions in dad's car, and never felt coupled at all, and at the track it was basically driving through the converter on the passes he made.

That’s how the P3 PS 4200 stall one I had felt. It wasn’t enjoyable to street drive, had to baby the throttle to keep Rpm from flaring up when cruising and you couldn’t feel the shifts. Once it hit flash stall it coupled pretty well though. Mine was done near the end of Continental’s run too. Maybe he was just using what parts he had left before he closed up shop.
I have a 10” P1/PS that is nearly as tight at light throttle as a 13” stock converter but flashed over 3000 when hit hard.

[Formulajones]

Originally Posted by TCSGTO

That’s how the P3 PS 4200 stall one I had felt. It wasn’t enjoyable to street drive, had to baby the throttle to keep Rpm from flaring up when cruising and you couldn’t feel the shifts. Once it hit flash stall it coupled pretty well though. Mine was done near the end of Continental’s run too. Maybe he was just using what parts he had left before he closed up shop.
I have a 10” P1/PS that is nearly as tight at light throttle as a 13” stock converter but flashed over 3000 when hit hard.

Yep, that's pretty much what I gathered from checking around, that he was having trouble building the converters as snug as he had previously due to lack of parts supply.

It drove just as you described, very mushy, couldn't feel shifts, and no rpm changes during shifts. Leaving a stop light at part throttle basically the engine would jump to 3,000 rpm, or basically any rpm you set it at, and just stay there, go through the gears, and eventually the car would catch up. The scary part, is that we told Kris we wanted to take gear out of the car at that time too, and he warned to put nothing less than a 3.50 gear in the car because he knew the converter wouldn't couple well. What scared me is that we were already experiencing what he warned about with the 3.73's in the car, so I left the gear alone. At the track it was an issue. Dad couldn't keep up with the gear changing, it was blowing through the converter with very little rpm drop, so he was all over the rev limiter on every gear and could never get a clean pass. By the time he hit high gear, the engine rpm never really dropped, and was already near peak before the 1,000 ft mark and just screamed to the finish line.
Anyway now with the new TSP installed, I can already tell it's coupled much better and behaves very nice, yet still flashes up without that mushy feel, and that's with a 3.42 gear now in the car. So looking forward to the track next month.

[1968GTO421]

Originally Posted by Formulajones

Yep, that's pretty much what I gathered from checking around, that he was having trouble building the converters as snug as he had previously due to lack of parts supply.

It drove just as you described, very mushy, couldn't feel shifts, and no rpm changes during shifts. Leaving a stop light at part throttle basically the engine would jump to 3,000 rpm, or basically any rpm you set it at, and just stay there, go through the gears, and eventually the car would catch up. The scary part, is that we told Kris we wanted to take gear out of the car at that time too, and he warned to put nothing less than a 3.50 gear in the car because he knew the converter wouldn't couple well. What scared me is that we were already experiencing what he warned about with the 3.73's in the car, so I left the gear alone. At the track it was an issue. Dad couldn't keep up with the gear changing, it was blowing through the converter with very little rpm drop, so he was all over the rev limiter on every gear and could never get a clean pass. By the time he hit high gear, the engine rpm never really dropped, and was already near peak before the 1,000 ft mark and just screamed to the finish line.
Anyway now with the new TSP installed, I can already tell it's coupled much better and behaves very nice, yet still flashes up without that mushy feel, and that's with a 3.42 gear now in the car. So looking forward to the track next month.

Thanks for this info, FJ. Sounds like TSP is the way I should go when I get to the trans later on.

[Formulajones]

Originally Posted by 1968GTO421

Thanks for this info, FJ. Sounds like TSP is the way I should go when I get to the trans later on.

You're welcome. I'll start a post about it after more test driving and give an idea of what I think about it, but my initial impressions of it so far are excellent.

Jim did another one for me on a 455 build I did, and it's fantastic.