what converter

[WVRigrat05]

LMM, stock turbo(may go with an LLY turbo later) 35's 8000 lbs. What would be the best converter?
I had a 1057 in my LLY and loved it for working it, but it did feel a hair tight on everything else, that's what I'm thinking of going with again, but was told a 1056 may be a better option.

 

[Chevy1925]

what do you do with the truck and what are you looking for out of it drivability wise?

 

[WVRigrat05]

Rig ride, dd, beds always got 1000+ lbs in it, hauls my 11k lb camper. I know the motor and parts will be stock for at least this year and part of next. Studs, turbo and injectors will go in once I get settled in my house and everything.

 

[WVRigrat05]

It wasn't going in this soon to be done but I'm leaving town for a month tuesday,so I'm leaving town in an hour to drop it off to be done.

 

[Chevy1925]

personally id call mike or evan if you need an answer that soon and i dont know enough about all the converters out there to really say. mine would be too tight in your application

 

[WVRigrat05]

I'm thinking another 1057

 

[1SloLMM]

I have a goerend h converter I'd sell ya. Billet stator gotta find out the stall though. Probably close to a 1056

 

[WolfLMM]

MHO, there is no way I'd have a 1057 with 35inch tires. That is way too tight. The 1056 is a great converter. Just my opinion. I've had both and the 56 gets my vote every time.

 

[Bonestock]

MHO, there is no way I'd have a 1057 with 35inch tires. That is way too tight. The 1056 is a great converter. Just my opinion. I've had both and the 56 gets my vote every time.

I like the Precision ML better than the 1056. So far this 1054 is a great converter with 35 inch tires.

 

[WVRigrat05]

10-4, what's the 58 like?

 

[Ne-max]

10-4, what's the 58 like?

I ran a suncoast 1058 and a Goerend ML with stock charger daily driving. The 1058 was good but the hard lock up was annoying as hell. (Seems hit or miss on the 1058s) The Goerend ML was a awesome all around convertor. Even when I switched to a s366 charger.

You will learn fast that convertors are like tuners. So many opinions for each others likings.

 

[Mike L.]

There is a great converter out there for everyone. Trick is, pick the right one the first time.

 

[OregonDMAX]

Thats the hard part. Looking at them on vendor sites gives pathetic descriptions and half the ones out there on the market aren't listed on any websites with descriptions. I've been doing weeks of research and I am still clueless :roflmao:

 

[Evan@InglewoodTrans]

Thats the hard part. Looking at them on vendor sites gives pathetic descriptions and half the ones out there on the market aren't listed on any websites with descriptions. I've been doing weeks of research and I am still clueless :roflmao:

The more you research the harder your decision will be Just when you think you picked one you will find a post that it's not the one for you. Or you find nothing at all.

 

[malibu795]

I'm probably going to be doing Tranny soon as well.. I need a Tc that doesn't do this to one extent or another..under a load...1055, dpc haven't looked at goerend.. Need a 1500-1600stall tc
LMM flat ground 36,000lb: http://youtu.be/Sq12dNh7EWk


Lmm 36k starting up hill: http://youtu.be/thdUZDh0bgo

 

[Mike L.]

I'm probably going to be doing Tranny soon as well.. I need a Tc that doesn't do this to one extent or another..under a load...1055, dpc haven't looked at goerend.. Need a 1500-1600stall tc
LMM flat ground 36,000lb: http://youtu.be/Sq12dNh7EWk


Lmm 36k starting up hill: http://youtu.be/thdUZDh0bgo

Too much talk about stall; not enough about coupling IMHO. I like a converter that multiplies proper tq off the line to get the load up fast. Then; 50 ft out of the hole I want it to stop and begin coupling. ( getting the power to the wheels asap.)
There are converters that are tight off the line because of turbine and stator mods that stay tight and are dead through out the power band. That is bad unless you have a 12V Cummins. They have such a small power widow ( rpm wise ). Our trucks need coupling ( V8 ) which means the converter needs to get more efficient with rpm rise.

 

[malibu795]

Too much talk about stall; not enough about coupling IMHO. I like a converter that multiplies proper tq off the line to get the load up fast. Then; 50 ft out of the hole I want it to stop and begin coupling. ( getting the power to the wheels asap.)
There are converters that are tight off the line because of turbine and stator mods that stay tight and are dead through out the power band. That is bad unless you have a 12V Cummins. They have such a small power widow ( rpm wise ). Our trucks need coupling ( V8 ) which means the converter needs to get more efficient with rpm rise.

That think is why my TCC doesn't lock to 3rd gear under a load.. And that stock Tc as well.. It blows the 1,2 and 1/2 of third at 50% throttle on a ~400hp truck..
Plan and simple the stall/coupling/etc/whatever you want to call it.... Stock is has tooo high of a stall...stall is a reference # because tuneing, turbo, gearing weight tires all play a factor in the behavior of the TC..
I spend ~1300.00 on a TC I want to know when are where to expect the Tc to preform stall,couple,etc at!

If sale/mfg can't give a person fictional data on what range a said part preforms at... Find someone that does...

In stop n go traffic juat the ~7500lb trailer I will hit 180°.. With 25,000lb trailer 200-210° in 2-3 stop n goes... Watching first couple seconds of the videos you'd thing I was staging st a drag strip

 

[Rancelot211]

1054 is better for an lmm imo

 

[Ne-max]

Also sometimes advertised stall is not actual stall. Learned that the hard way.

 

[WolfLMM]

A 1057 with 35s will be a turd. It couples too hard, holds the motor back. 35s only make that worse. I had a 1057 in a 700hp lly on 315/70R16. It was a pure turd. I have a 1054 now in my LMM. I can blow thru it easily with Marks race tune.