tcs converters
 

anyone using them...they claim to be bute stong and really make some improvement over stock. I am trying to gather up my tranny parts now :D

all TC's are strong...does it have a billet cover? whats the stator made of? whats the stall? whats the surface area of the lock up mechanism and whats it made of? find out stuff like that...

Not using it yet, but will be before the summer is up.:D

https://www.dieseltruckresource.com/...cat/500/page/1

A billet plate stops warping at high press./temp, brazed vanes with the right design establish fluid coupling, heavier bearings give more strength. If you don't know what is in that TC you can't tell the difference outside except for the billet back plate. You need to deal with a known good builder on tranny parts unless you are an expert yourself.

TCS used to build the TC for DTT. Until a few months back.

Don~

I always wondered about the whole billet cover/plate thing? Doesn't make much sense to me, but I'm not overly bright.:D How much pressure is built up in these converters and why is the stronger cover only put on the front to prevent ballooning? In my mind, pressure would inpact both front and back.

well it makes sense at higher hp....thats the last thing id look at....stall/stator would be most important to me followed by the lock-up mechanism surface area/strength.....thast the two things i would personally be looking for in comparison to the stock TC...im probably never gonna go over 300hp..not concerned about warping

http://www.tcsproducts.com/products/...t=3&validate=2

http://www.tcsproducts.com/products/...alidate=1&tab=

Some more info.

sounds really good and if DTT was using them for a long time then i wouldn't worry about them...DTT prolly dropped them cause they bought their own machines to manufacture TC's...go for it

TC pressures are very low. (in perspective of looking at the tranny as a whole unit)

The TC pressure is based off a bleed/feed type system. What ever goes through the TC also goes through the cooler. At lock up, the TC usually sees 50 to 70 psi. That’s really low compared to the pressures in the direct/front clutches. (100-150)

Ballooning is not an issue. The V10 uses a similar TC and the pressures are much higher because the engine can turn the pump much faster. The billet cover is used to control warping when the lock up clutch does slip; slipping creates heat, which in turn warps stuff. It also allows a portion of the apply piston to be machined down and an extra area of friction to be bonded.

Many people believe the single is more then adequate. I see differently.

Lets look at the square inches of holding friction of the stock 3rd gear clutches and the stock TC.


Rear clutches

Inner dia = 5.322"
Outer dia = 6.001"

I am coming up with 6.0468 square inches per side of friction.

There are 4 friction clutches in the stock 47RE drum. (8 friction sides)

8 * 6.0468 = 48.3744 square inches of friction on the rear drum.

If I use my math, 48.3744 > 34 (34 is the area of friction in the stock TC)

Now if you take a drum/piston combination that I am using you will come up with 72.5616 square inches of friction.


48RE rear clutch area is 60.468 square inches.

The area of friction in a stock single is only 34 square inches. It is also applied with a much lower PSI of fluid. In order to compensate for this huge difference is to make the stall close enough to lock up to minimize the transition from lock to fluid coupling, or to just increase the friction area.

Remember, the lower the stall the less drivability you get. BUT, much of the drivability issue is what the truck will be used for, and how much smoke/turbo lag the end user can live with.


Justin

I called over to goerends and he too seems to think that a single is more the adequate for anything under 500hp as long as you are not towing a huge amount of weight. My trailer is under 5k lbs so that is not an issue for me and with the parts I have on the way I will be licky to make 360 hp.

With those mods (275's and EZ) you should be around 300hp at the wheels. I've been running the same combo with just a shift kit in a stock trans with no problems.

yeah but my tranny has 230k on it:( I see what you are getting at though. That I should be fine with a single disc. Thanks

to comment on Justin's post....Justin my idea of driveable in a 12 valve diesel is to be able to pull hard just a tiny bit off of idle....a diesel shouldt have to rev to accomplish anything...it should chug around calmly with rpms staying really low...with that being said i believe that stall/coupling should occur just a hair before peak torque....it only makes sense to me like that in a diesel...so i shake my head at the stupid engineereing that occured when i rev the dodge to 2400rpms before i get going with something big......if i had 4 k gsks and very high fueling in the high rpms and was peakign torque at 2000 then by all means gimme a tc that stalls there

more and more im beginning to think that its the exact same TC as the one behind the V10's just to save cost

on a stock 12 valve the darn TC should be ready to put down all power by 1500rpms!!

done veting my rage at DC now[laugh]