converter with Danville 68mmstg2r

WolfLMM

WolfLMM

Making Chips
Nov 21, 2006
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Coupling on factory lmm converter is AWFUL. And gets worse over time, from what I have seen. I believe a 1056 would do much much better for you Adam. (Only one I have first hand experience with) I cannot comment on the other offerings as far as coupling compared to factory.

The tcm will not command tcc lock up if the rpm difference between engine and turbine is more than ~500rpm.
 
Yellow Jacket

Yellow Jacket

WannaBe Sled Puller
Feb 11, 2009
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0
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Waterloo, IA
WolfLLY said:
Coupling on factory lmm converter is AWFUL. And gets worse over time, from what I have seen. I believe a 1056 would do much much better for you Adam. (Only one I have first hand experience with) I cannot comment on the other offerings as far as coupling compared to factory.

The tcm will not command tcc lock up if the rpm difference between engine and turbine is more than ~500rpm.
Click to expand...

Adam, I can get you a good price on a Goerend X or C if you don't need a billet stator... They stall at least 200 less than a early factory converter, and they couple GREAT! PM me if interested...
 
Chevy1925

Chevy1925

don't know sh!t about IFS
Staff member
Oct 21, 2009
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c20elephant said:
Does this have any effect/affect on when the TC locks for any given converter.?

Allison 600 RPM slip limit solved
Click to expand...

its all dependent on how well the converter couples. upping the slip limit for a converter that wont lock at 2nd gear like it should under WOT will get it to lock like it should as long as the limit is above what the actual slip is from the converter.

if you have a good coupling converter, your slip will be less which means your slip limit can be less to make it lock into 2nd like it should.

you can have a 1000hp truck and as long as you have a hell of a coupling converter with less than 600rpm slip at WOT, theoreticlly, the TCM should engage lock up in 2nd gear. Now getting a converter that achieves this would be one hell of a feet.

stall doesnt affect where the converter locks but adding a decent amount more stall RPM to a converter that wasnt designed for it can decrease coupling due to build design.

gotta keep stall separate from coupling in most cases when talking about a off the shelf converter cause it was designed a certain way. you start changing things inside and one will affect the other. Like when you do an alignment. caster affects your tracking down the road and wont affect tire wear, camber affects tire wear and how the vehicle handles, two separate areas of suspension. on our trucks, when you adjust the UCA to align it, you change camber and caster and it takes playing around with UCA to get it back in range of stock specs. at that point, both are important and change when the other is messed with.
 
malibu795

malibu795

misspeelleerr
Apr 28, 2007
8,231
548
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in the buckeye state
WolfLLY said:
Coupling on factory lmm converter is AWFUL. And gets worse over time, from what I have seen. I believe a 1056 would do much much better for you Adam. (Only one I have first hand experience with) I cannot comment on the other offerings as far as coupling compared to factory.

The tcm will not command tcc lock up if the rpm difference between engine and turbine is more than ~500rpm.
Click to expand...
Had a 1056 in my lb7.. It was as bad or worse than current converotor that I have.. It was a lot losser then stock as well..
Yellow Jacket said:
Adam, I can get you a good price on a Goerend X or C if you don't need a billet stator... They stall at least 200 less than a early factory converter, and they couple GREAT! PM me if interested...
Click to expand...
The converotor that was in my red dually was classified as a "low stall for a 6.5td" on a 4l85E. Said TC would have and did have a 20,000lb trailer moving by the time engine hit 1800 rpms.. Naturally 20,000lb trailer isn't has bad as a 29,000lb trailer that I was driving in said video.. Going up hill.. I did take a video of while accelerate on flat ground.. Same thing just 100-200 less rpm..

James description of performances characteristics of his converotor are very similar to what I am after..

My truck is getting a built transmission, 4.10 gears and either a 1074 from suncoast, a ax7l-s1 from transtar, or a low stall from DPC

Letters that are desriptes to stock behavior, when stock behavior is undefined.. Means I can't make an informed choice.
If I where to go off "stock" as per my truck.. I need a TC the stalls/couples 700-1000rpm lower without pulling through the brakes then current TC. Which throws everything off in the whole thing of relations to "stock"
 
Mike L.

Mike L.

Got Sheep?
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Vendor/Sponsor
Aug 12, 2006
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Stall and coupling are totaly different. And no, the 1056 was not worse than the converter you have. Nothing is worse than the converter you have.:roflmao:
 
TowU4Free

TowU4Free

#SecretSquirrel
Aug 27, 2011
469
5
18
Would anyone with the 1074 be able to make a video of part throttle acceleration?
 
JoshH

JoshH

Daggum farm truck
Staff member
Vendor/Sponsor
Feb 14, 2007
13,712
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Texas!!!
This How Stuff Works article is probably the best description of how a converter works that I have seen. It doesn't go into much depth about stall, coupling, torque multiplication, and how changing angles of the blades in any of the parts inside changes any of those values, but it gives a great basic understanding of what is going on inside the converter. http://auto.howstuffworks.com/auto-parts/towing/towing-capacity/information/torque-converter.htm

This video gives a pretty good visual representation of what is going on in the first half. The second half is sort of an infomercial for Exedy.

[youtube]hhwYIs6Lu3M[/youtube]
 
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WolfLMM

WolfLMM

Making Chips
Nov 21, 2006
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AL
Factory converters loose their fluid coupling after a while. I guess the vanes bend over time losing efficiency. Adam your tc is wore slap out. Probably been very very hot making it easier to bend and change geometry of turbine and pump vanes.
 
malibu795

malibu795

misspeelleerr
Apr 28, 2007
8,231
548
113
42
in the buckeye state
WolfLLY said:
Factory converters loose their fluid coupling after a while. I guess the vanes bend over time losing efficiency. Adam your tc is wore slap out. Probably been very very hot making it easier to bend and change geometry of turbine and pump vanes.
Click to expand...

Like I have stated before transmission temp according to DIC has never been above 210. Seen 200-205 on stop in go on 95-100° days while almost aor at fu gross.... Avg temp is 75-80° above ambient.
No signs of discoloration on the TC when it was out during the engine build... No abnormal stuff on the spin on..
TC behaves same as it did when I brought home almost 3 years and almost 150,000 miles ago... I've gone to decent lengths to keep all my temps low.. To the point I have been told that they are "too cold".
If they tranny particular got hot... Wasn't while I had it.. And common sense would say if it did.. Extremely likely I would've rebuilt the transmission due to failure already
 
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