It is a pump, and as with all pumps, you can make them more efficient. And Dave's are ALOT more efficient at pumping, as are all the other ones out there.

I was reading in 8lug diesel tech or something like that, about tc and other upgrades on a 3rd Gen. Just the tranny mods yielded something like 50 more hp to the wheels, and the truck was also able to climb the grade to the Eisenhower Tunnel about 20 mph faster, from a dead stop, with a trailer. All around, it makes for a better towing experience.

Dave did my auto for my 01 with the V8, and it is like a different truck now. You can tell that all the power that thing can muster is now getting to the wheels, it will actually spin the 295's on bare pavement now. BTW, it's just a single disc, nothing too special, and stalls higher than one for a diesel, obviously. All in time for me to trade the truck off.

I'd have to say that upgrading is definately an improvement.

 

To clear up the TC roll in the tranny. Info from DTT's website:

What is the function of a torque converter?

The converter is a hydraulic device that couples the engine crankshaft to the transmission.
A torque converter is also described as a type of fluid coupling which allows the engine to spin somewhat independently of the transmission.

Internal TC components and their functions?

Pump/Turbine/Stator/Transmission fluid
The housing of the torque converter is bolted to the flywheel of the engine, so it turns at whatever speed the engine is running at. The fins that make up the pump of the torque converter are also known as the impeller and are attached to the inside of the outer shell of the torque converter, so they also turn at the same speed as the engine. As the converter housing is rotated by the engine, so is the impeller, because they are one and the same and are the DRIVING MEMBER of the system.

Pump/ The pump on the inside of the Torque is a type of centrifugal pump.

Turbine/ The turbine is connected to the transmission. The curved blades (fins) of the turbine is where fluid enters from the outside of the TC. The turbine is the output or the DRIVEN MEMBER of the converter that causes the transmission to spin, fluid EXITS the turbine from the center, moving in a different direction from which it entered, which causes the vehicle to move.

Why buy an aftermarket converter

Because you want to improve fluid coupling.

Why do you want improve fluid coupling?

Because your engine is revving and you are going nowhere. In other words your engine and transmission are not working together.

What does better fluid coupling mean?

Better fluid coupling means better power transfer through the gears.

What is lockup?

Lock up is a one to one ratio between engine and transmission.

If lockup is a one to one ratio between engine & engine transmission should I be doing it in every gear?

No you should not, because you lug down your motor down at low rpms, you lose fuel economy, and it is bad for engine and simply put bad drivability.

How can i tell if i have an efficient torque converter?

Things to look for when trying to determine if your torque is performing efficiently:

BETWEEN SHIFTS if there is very LITTLE RPM DROP, that is a good indication the torque converter is NOT EFFICIENT.
If your tach flashes up, ie) If your vehicle speed and rpm’s DO NOT go up together that is another good indication of a NON efficient torque converter.

The easiest way though is when your truck shifts into lockup where the engine and transmission are one to one, if your converter is very efficient you will see very little rpm drop at this time because the TC is almost at its one to one ratio ( lockup stage).
However if you see a large tach drop when the vehicle goes into lock up just as you do with the factory TC, that is a sure sign of a NOT efficient torque converter.




Hope this clears things up on what the TC does.

 

I know that i shaved 3 sec off of my 1/4 mile time and have no problems pulling a gwv 32000 load. I do suggest one thing, dont go with a manual conversion. I tryed it and did not like it at all. Contact Dave and he will steer you right.

 

Another thing to remember,,if you swap to a manual trans and have power upgrades, you are also going to need to get a decent clutch so it wont slip and a good clutch will cost you prob close to 1,200.00 or more.

I have a full goerands trans in my 2500 and it is the best money I spent on the truck, My 98 will be getting a goerands built one this winter, its stock and not bad, but once you drive my 2500 and then swap to the dually, you can really feel the difference. Talk to Dave,, he will tell you he has a couple of his trans used in Truck pulls and they are holding up great,, Dave will NEVER sell you something you dont need.

 

I might not be explaining myself right. It's not that its in the wrong gear...its that in 2nd...it rev's a ton of RPM's but takes long time to get up to speed (From what i've read that means the TC isnt transferring the torque efficiently). I think??

 

Goerends stuff is unmatched in my opinion. Ive experienced many transmissions and his are awesome. You wont regret it, and the more weight you hook to the better the trans feels. they are awesome

 

Goerends is`awesome I love mine. If you dont want to go with spending that much you could look into one of his single discs and a VB upgrade for probly a little less and it will tow great. I love my triple but i have heard his singles are great too.

 

I'll trade my manual straight up. Sure wish I had an auto.

 

So, Are you guys saying that it "did" help at lower speeds? Or will it just affect my truck in lockup on the highway?

 

I believe he can set up the VB to lockup in 2nd.

 

when in fluid coupling(before the con. locks up)is when you will really see the difference in daves con. and the stock one......1st,second,and half way thru third you are in fluid coupling,this is when the aftermarket con. really outperforms the stock ones.....as long as your con clutch is not slipping as it is,aftermarket wont make any difference when in lock-up......you are only locked in the top of third gear and overdrive.up until this time you are in fluid coupling thru 1,2,and beginning of 3.........you really seem to be missing the point of how it works.hope this helps make some sense of it to you..........bama

 

Yes he does have most if not all lockup in second when he builds them,,, I know mine will lockup in 2nd

 

I don't think Jimminyc is missing the point. Noone has clearly answered his question. I've been in 2 trucks with super tight TC's from Dave, that would be a nuisance to tow. If your set on gettng one of Dave's, make sure you talk to him to make sure it fits your needs. While in fluid coupling, taking off from a standstill or rolling through a stop hovering at 10mph in 2nd with a 12V, an aftermarket TC should not free rev, and give the sensation of not hooking up(ala the stock TC). The whole point of going aftermarket is to get better hookup while not in lockup, too. The 3 disk clutch is just to get a solid lockup. But that's not what you were asking.

If that aftermarket TC is too tight, then even the 12V with bumped static timing will have a hard time getting the load moving. And towing heavy and empty, even with a built trans, is still different no matter which TC is in there.

 

Talked to Dave the other day...Fred is right...the computer decides when lockup is engaged no matter which TC...lockup is in 3rd gear. You can get a manual switch for lockup in lower forward range gears, but that's on a switch...otherwise you are in coupling from 1 - 3. The thing you want is lower stall to make the engine work at lower rpms...so in essence with the stock TC it may have taken you x seconds and y rpms to get to a certain speed, now with the aftermarket TC your speed is higher respectively, this is what increases efficiency (namely from a standing start) and has to more with stator fin design than anything else as that is what effects the fluid dynamics within the relationship between the impellar and turbine (in a nutshel what your "fluid coupling" really is nothing more than that relationship and the efficiency of that relationships governs "tightness" upto lockup where the impellar and turbine are spinning at the same rate)

I'm either getting a Goerends or a Dunrite TC and VB...actually Dave and other top builders use Tony's (Dunrite) parts and kits when making their custom VB's and transmission related applications...been researching this market and learned some pretty interesting stuff

 

Then Banks must RULE!