I have done some checks on the converters, I see a lot of talk about the different brands and asking which one is better and all that stuff. My question is more in depth. When I had my 69 chevelle I bought a 1700 rmp converter. I could feel it slipping as I gradually increased speed but when I floored it, the converter locked up at 1700 rpm's and the tires wouldn't stop spinning. :ro) Do the converters on our D/A's lock up due to RPM's or are they controlled electronically? With everyone having their opinions on which converter they prefer, aren't they still controlled by either the rpm's or the computer? If I upgrade, from what I have read, I think I would go with TTS. But what is all involved in upgrading? If controlled by the computer, will the computer have to be reprogrammed to accomodate the new converter? Will an upgraded converter void any warrenty's?
Thanks,
Jeff

No computer modification are needed with Our converter. The computer controls the lockup clutch and the stator/turbine design controls how it reacts to engine speed and power.

TTS Convertor = :ro)

So it is controlled by both the rpm's and computer but in different ways? Will just a converter change make a lot of difference? Then reading the single plate vs. the triple plates? I have learned a lot about tranny's just reading all these posts, but I am still confused about the converter and how much effect they have on driveability. I would like it to run soft like my ol' chevelle when out on dates, but when running hard I want it to lock up and go. Are these converters that are on our trucks so much different because of the higher torque that they do/don't work that way?

Jeff

You can't even begin to compare these trucks to the Chevelle. You were dealing with a relatively low torque high rpm engine. You raise stall on gas engines to closer match the peak torque of the engine to the stall speed. The peak torque of small blocks even stock was typically 3200 rpm, the Dmax does it at 1800. You also didn't have a lockup torque converter, which eliminates the slippage when engaged. What would really be good for the Chevelle is a more modern trans w/lockup, so you could have your high stall but lockup at highway speed for good mileage and less heat.

I really wasn't trying to compare them. I would just like my truck to run soft and smooth when I am in traffic or just running it easy. But I would like it to shift and lock up quick when I want to floor it. Will these TTS, or any other 3 plate converters do this or are they going to do the same as the stock converter, except with 3 plates? Will I benifit a lot with a new converter or would I be better off with a level 3 and a converter?

Jeff

Regardless of whose TC you have in the trans it will lock-up when the trans computer tells it to do so. In normal mode with light to medium throttle the TC won't lock-up until about 50MPH. If you do a wide open accel in normal mode it will lock-up much sooner to give you a little more power to the wheels. In Tow/Haul mode it will lock-up at 25 MPH regardless.

So yes, it will run soft and smooth when in traffic and it will give you a little extra kick when you floor it. It's all based on throttle.

I'm going to add my question to the mix... From what I've read, it seems like the converters from any of the companies (Suncoast, TTS, ATS) are good, quality units, each one just has different properties. What properties are most desireable for some drag strip, mostly street, and some towing? Based on what I've heard about the SOTP meter and the torque multiplication of the TTS tripple disk, but I want to get the Suncoast Level IV, which comes with a converter.

Seems to me, more torque multiplication would be good for all applications (get you moving faster on the street/strip, more help getting that load rolling). On their website, Suncoast says they will make a converter to pretty much any spec requested. Can a Level IV kit be aquired with a custom TC with higher torque multiplication than they normally have (something closer to the TTS) and what does it cost?

Having just been through this exact same dilema last week, here is what I was told. Up until a little over a month ago, Suncoast was making two triple disc converters. The one they had been making for a while now (1050-3D), and a recent one that was "tighter" (1053-3D). Field feedback was that the "tighter" one was that it was too tight for some "applications". A month ago, they standardized on one converter (1050-3D); it is supposed to be tighter than the one they were making for quite some time, but not as tight as the recent addition. Suposedly somewhere in the middle.

I got the above information from Dmaxallietech, when I checked to find out why the converter that I was shipped said 1050-3D, rather than the tighter 1053-3D converter that I had asked for. Come to find out that my discussions with smoop on what he could do converter wise had taken place right before he made the changes.

I am sure Dmaxallietech or smoop can jump in and add to this, or correct anything I may have misunderstood.

I am happy with the converter I got. I have not driven a TTS to compare it to, though.

Really, I think, you couldn't do the comparison on two different trucks. Would have to be on the same truck to really tell the difference. Some have done that, I think?

HoustonDMax,
Did you just upgrade your TC? Or did you upgrade your tranny as well? If just the TC, would you recommend just a TC upgrade for the beginners?

Thanks,
Jeff

HoustonDMax,
Did you just upgrade your TC? Or did you upgrade your tranny as well? If just the TC, would you recommend just a TC upgrade for the beginners?

Thanks,
Jeff
Jeff
If you are going to upgrade the converter the Transgo is a must.
mike

I put in a Suncoast Stage IV, and a converter.

I am the wrong person to ask on the converter, but what I have learned from the experts, an upgrade as well as an converter is the ticket. I would not recommend just a TC.

Almost half of my time was spent on R&R, so once tranny is out, might as well dig into it.

I have rebuilt motors for years and enjoy it. I know what I am doing when it comes to motors. I had a 94 camaro and I bought a shift kit for it and thought I would do it myself. Figured it can't be to hard, directions came with it and all. I dropped the tranny pan and when I got into it and seen all the little balls everywhere and a few other guys that were at the shop said make sure you put the balls in the exact spot it calls for or else it can totally screw everything up. And then there were the plungers, or whatever they are called, I just bolted all the internal parts back up the way it was then I dropped the tranny and brought it to a custom tranny shop I knew of back in S. Carolina. He had it for 2 days and called me up. I paid him $700 and bolted it back in. So, basically I am not comfortable working inside a tranny.
I also have a 1990 Geo Metro and I am having trouble with down-shifting it into 2nd gear. All the tranny shops will charge me near $1000 to fix it. I just went on Ebay and bought a used tranny with 30K miles on it for $250. I will change it out. I know, I got long winded here. I could have just said I am scared to mess with my tranny. :)
Jeff

The Chevelle you refer to is what they call a "Stall Converter". It was more than likely installed on a TH350 or TH400 tranny. On that particular application, the vanes in the converter have a different pitch, "stalling" movement until a higher rpm is reached. The lock up you refer to is taking it a step further in the newer transmissions. They actually have a clutch (or clutches with the triple disk) much like a stick shift transmission, that when engaged by the computer, has no slippage. So the converter has both the vanes and (a) clutch(es) that work together. On our trucks, when extra torque is applied from a mod, the computer senses this slip in "lock up" and goes to limp mode to protect from (any) further damage that may result.

The Chevelle converter always "slipped" (slipped meaning the fluid slipped past the vanes not providing movement at the wheels 100%, like a "lock up" converter would), it was just unnoticed once you reached 1700 rpms. (Unless you were running a 700-r4 or 200-4r which were lock up transmissions, but that's another story.)

Stall converter... :) Yes, that was the name of it. Thanks. Ok, now I understand it a little better. I had the 700r4 in my 94 camaro, but my chevelle had the 350 tranny I believe. Thanks diesel for the in depth.
Now, my next question. What is the transgo? Is this similar to the shift kit? Who in the Sacramento/San Fran area might do this and how much? I am getting the urge to spend some money now. :)
Thanks again,
Jeff

Jeff
I would contact our leader Nick ( Dieselpower) for a recomendation in the Sac. area.
mike