for those of you who have swapped TC's for an aftermarket one that stalls a little lower im curious about a couple things before i consider it. what do you guys stall at now? and what do you think the ideal stall rpm would be? i would think stalling at 1500rpms for a 12 valve would be optimal but would it be driveable? or would i be doing burnout after burnout leaving from a light?!

2ndly if our stock trannies have low line pressures especially at lower rpms then id be worried about getting a lower stall tc because all the power would now be getting through the tranny parts with that same low line pressure possibly frying everything else in little time no? i guess thats why an aftermarket valve body is a must with tc swapping

is anybody driving around with a tc that stalls at 1500rpms? im curious about all these things...because there are low stalling TC's for diesels from reputable companies for 600$ but i am worried about that pressure issue

 

I was told that mine has a stall speed of 1200RPM. I powerbraked it and the speed went up to about 1800RPM.

I bought mine from Ebay for $395 (plus $100 core) and it has a single disc and a billet cover. The internals were also upgraded on it. I got it from Road Runner Converters. I had no lockup clutch left in my old one so it was a vast improvement. I have not yet replaced the VB in mine but I intend to do so at some time. I figured if I have over 100,000 miles on the stock converter and this one is better, then it should hold up fine until I get a new VB. My truck is basically stock. I did swap to Amsoil synthetic fluid when the new converter was installed.

 

With my ATS I control lockup via their torque commander module. My suggestion is to call the big three and pick their brains, but be warned after talking with any one of them you will be digging in your pocket.

ATS

Goerend Bros.

DTT

Good luck!

 

IMO, 1500 rpm is far too high for a TC stall speed unless you are serious about drag racing......1100 - 1200 rpm would be much better......remember, the more torque the motor makes, the higher the stall speed will be.....stall speed will vary slightly as the torque input varies. It is important to select a coverter that will be built according to the level of torque your motor will produce. I would be skeptical of a $600 CDN TC.......you can be sure it won't have a billet stator or strong lock up clutch.....it is probably just a replacement TC with a lower stall speed. Don't mess around with TC's - this is not the area where you want to skimp as TC selection has a large impact on drivability and performance of the truck.

You are correct about line pressures - they are an issue that needs to be addressed. A good valvebody kit is important when installing a TC. With a lot of torque and a low stall TC, you will not be pushing the throttle as far to put the power to the ground. This often results in the TV cable not being pulled far enough to boost line pressures to an acceptable level in relation to the amount of torque being transmitted.....a good VB kit will address this. I have Transgo kit that works beautifully with my BD converter and keeps line pressures right where they need to be.

 

CTD NUT i know what your saying and i totally agree on the line pressures...however are u sure ud like a TC that stalls at 1100rpms?...if u have a collossal load behind the truck u wont be able to move with a tc like that no? peak torque for the 12 valve is at 1500rpms right? so id like to ideally be able to rev her to there before moving anythign monstrous...am i missing something?...oh ps...i have the superior shift kit in my garage waiting to be put in as soon as i can get a day off

Andrew