Have to choose a converter for my SC Level III or IV trans coming. I need help.

This is a daily driver that will see its fair share of rain and snow in the winter.

I won't race or sled pull. I will tow up to a 5 horse trailer with a slide-in camper in the bed.

I have been told to watch out for the McRat as it may be too aggresive for daily driving and too easy to break the tires loose in the slick stuff.

What other models are there and what to consider?

Wish I could drive some before choosing.

I'm not sure exactly what one I have but I do know it's a medium stall converter that was put out about a year ago. It feels a lot like stock. Mike L. installed it. Maybe if he sees this he can clarify what I have exactly.

There are not too many folks who have tried more than one I am guessing.

Mike is the one suggesting against the 1057 in favor of a 1056 which might be the one you have.

I kind of like the idea of having a more agressive feel but I could see where it would be a PITA in the snow and might just get on my nerves as a daily driver too. It is hard to pick somethign totally in the blind and it is somethign that is driven by subjective "feel" as much as anything to boot. Worse yet, it is not an easy or cheap thing to change your mind on.

My Suncoast convertor is very tame for street use. I've towed with it, and pick up parts, and get the kids to school with it.

Diesel convertors aren't like "car" convertors. These are not high-stall whiplash devices.

You would not be unhappy with one.

[quote=LTChip;927201]1056 which might be the one you have.
quote]

I wouldn't think so... I got my Level V in October from Joe and 1054 was the current flavor.

I don't think I would recommend it for your application. You said...No Race, No Pull, just towing horses.

Your best bet is to let Joe make the call based on your individual situation. Ultimately, he wants you to be happy with his product.

I drive in snow all the time...my 1057 is perfect for street use and locks hard during "fun" driving. I love it..

[quote=LTChip;927201]1056 which might be the one you have.
quote]

I wouldn't think so... I got my Level V in October from Joe and 1054 was the current flavor.

I don't think I would recommend it for your application. You said...No Race, No Pull, just towing horses.

Your best bet is to let Joe make the call based on your individual situation. Ultimately, he wants you to be happy with his product.

Whos current favor was the 1054? Wasn't mine. Never heard of anyone favoring that number.

DURAtotheMAX and McRat - thanks for the experience perspective on this.

It is good to know that there are 1057 users that don't think it is too agressive for daily driving. I am leaning to that one because I kind of like the idea that it will feel bitey and differnet than stock. I have yet to hear a Mc Rat converter user say anything negative about one. If I am going to pay 3500-5K for a tranny then I want it to feel different.

Tuning has more to do with "feel" than the convertor does IMO. A tune that makes good lowend power will help far more than a convertor swap. Forget everything you know about gasoline engine convertors.

I've run 5 aftermarket convertors in Dmaxes. Most my focus has been on racing performance. All the convertors have been very streetable, some better, some worse. The real differences come out when you are powerbraking it to 2100 RPM and let 'er rip, and even then, the differences are not huge. Blue has an early TTS Convertor and it very track and street smart. Casper has a late design Suncoast which is also very good all around.

Maybe I am sweating the decision for no reason then. Thanks!

1057 is very streetable, the 1050 felt a bitmore harsh on the shifts, not sure if its worth the price difference, it comes down to what your after, i still think their is room for improvement

1057 is very streetable, the 1050 felt a bitmore harsh on the shifts, not sure if its worth the price difference, it comes down to what your after, i still think their is room for improvement


ATS Five Star?):h

I have never felt a difference in shifts on any of the converters.

I have never felt a difference in shifts on any of the converters.

So Mike, do you feel it's worth the extra $200 for the "Velocity Series" converter over a standard triple disc?

So Mike, do you feel it's worth the extra $200 for the "Velocity Series" converter over a standard triple disc?

Yes, if you need to get more power to the ground quicker. Here is a test you all can do. Bring your truck up to 25 or 30 mph and hold that speed. Roll into the throttle and caredully watch the tach and the speedo. Did the tach jump 3 to 5 hundred rpm's before the speedo begins to move? This is fine with 400 hp or less and makes for a very streetable performance converter. When we start going over 400 hp, doing this test will show a quick snap of the tach needle and very slow response of the speedo needle. This is hp out the exhaust that never got to the wheels. The 1057 is not for everybody, but it will not hurt you at all. 1056 is a better street and towing converter and will soon be the Suncoast kit converter. All converters will shift the same no matter which brand you prefer. I will qualify that ( Suncoast, TTS, ATS, Precision ) Other aftermarket wanabees are starting now where we were 3 years ago.:eek: :D

So ATS' Five star for power over 500HP and a 1057 for less than that? How streetable is the ATS?

Thanks mike!!

So ATS' Five star for power over 500HP and a 1057 for less than that? How streetable is the ATS?

You did not read correctly. 1057 for 400+hp. I have not tested an ATS 5 star yet but have heard good reports. When I test one I will report on it.
mike

Oh sorry, must be the lack of sleep. Thanks for all the great info Mike, I am debating making the drive down to you to do the install on my trans or just do it myself.

Tuning has more to do with "feel" than the convertor does IMO. A tune that makes good lowend power will help far more than a convertor swap. Forget everything you know about gasoline engine convertors.

I've run 5 aftermarket convertors in Dmaxes. Most my focus has been on racing performance. All the convertors have been very streetable, some better, some worse. The real differences come out when you are powerbraking it to 2100 RPM and let 'er rip, and even then, the differences are not huge. Blue has an early TTS Convertor and it very track and street smart. Casper has a late design Suncoast which is also very good all around.

I have one of the ealier 1050 or 1053 TC's and Mike L. has heard quite a bit about it from me...:D

Tuning makes a tremendous difference........once the TC locks as long as there is no slip then all things are equal.......:cool:

My TC feels like a completely different TC with my own custom tuning.....and unlocked it has no problem frying the rear tires.

T;) NY

SC makes a very good product........you won't go wrong with them.

So I guess I didn't even think about it, but the regular stage IV kit only comes with a regular triple disc and not a McRat special? Hell so i'm up to 2865 if I get the 1057-3?

That would appear to be correct.

JMO but I would let Joe or Mike pick my converter and go in with an open mind and not tell them you want X converter. Especially based on someone elses expereinces. Only way I would tell a converter co is I want x is if I drove another truck with it and that truck was set up pretty much the same as mine. Tell them your set up in detail and what you want to do with it and what you do do with it. If you are unhappy with what they spec out call them up and disscuss it with them.

So is the fluid coupleing progressively more efficient as you go from a 1050, to a 1056 to a 1057-3d?

I have been talking with various installers and have been adviced towards each of these now so I am back to square one.

Is the 1057 the only one that costs $200 more?

So is the fluid coupleing progressively more efficient as you go from a 1050, to a 1056 to a 1057-3d?

I have been talking with various installers and have been adviced towards each of these now so I am back to square one.

Is the 1057 the only one that costs $200 more?


Chip,

You are correct in that the efficiency is progressively higher 1050-1056-1057

yes, only the 1057 is additional $200

Smoop

Personally, my own choice here is as 'tight' as your altitude allows.

Benefits include less convertor lag (acceleration) and less heat production in the trans fluid.

I just installed the McRat in my truck along with a custom modified SC 4 that I had Joe put together for me. :cool: With the power level that I am running I can really light up the tires on the shift. There is absolutely no horsepower waste going out the exhaust. It will be interesting when I install Trippins ATS 5 star for comparison.
mike

I just installed the McRat in my truck along with a custom modified SC 4 that I had Joe put together for me. :cool: With the power level that I am running I can really light up the tires on the shift. There is absolutely no horsepower waste going out the exhaust. It will be interesting when I install Trippins ATS 5 star for comparison.
mike

:confused: Mike, why would you have Joe put a transmission together for you? Isn't that kinda like Bach asking Bethoven to play him a tune on the piano?

Or is it because working on your own stuff doesn't pay the bills very well? :)

Personally, my own choice here is as 'tight' as your altitude allows.

Sorry for the rookie questions but what does "tight" refer to? I assume you mean the efficency of the fluid stage?

Also, I will be using this truck fairly commmonly at altitudes from 0-8200feet. I didn't realize that altitude played into it. Nobody advising me asked that question of me but living on the western slope of the Sierra - I run the full range pretty commonly.

so far what i have seen the 1057(mcrat) is smooth as silk for most part, shifts seam smother than the 1050 did, and make it real nice for towing, and flex plate life, now for the 1/4 mile we will have to see

we will be comparing the the tts converter to the 1057 real soon

:confused: Mike, why would you have Joe put a transmission together for you? Isn't that kinda like Bach asking Bethoven to play him a tune on the piano?

Or is it because working on your own stuff doesn't pay the bills very well? :)

Scott
The SC 4 is a kit and yes I built it. :rolleyes: ):h I asked Joe to change some things so that I could do some C3 heat and lube testing and he obliged.:D Eric is doing some of these things and I believe he likes it. He will have to tell you.
mike

Scott
The SC 4 is a kit and yes I built it. :rolleyes: ):h I asked Joe to change some things so that I could do some C3 heat and lube testing and he obliged.:D Eric is doing some of these things and I believe he likes it. He will have to tell you.
mike

AH...is answer question...):h I read that as he built the trans, not the kit...:o:

Personally, my own choice here is as 'tight' as your altitude allows.

Is there really something to this altitude? How does your altitude affect the trans and converter choice?

Is there really something to this altitude? How does your altitude affect the trans and converter choice?

Tighter convertors have an effect on turbocharger spool up.

So the tighter (more efficient fluid stage) converters load the engine more quickly in the low end and can prolong turbo lag.

This, I assume, is more noticable at higher elevations where the air has less density and less O2.

So, shooting off the line in Lake Tahoe (6,300 feet), the truck will be slower than in Sacramento (near sea level) and a tigher converter will make the altitude performance drop situtaiton worse.

Is this a track consideration or a daily driving consideration?

So the tighter (more efficient fluid stage) converters load the engine more quickly in the low end and can prolong turbo lag.

This, I assume, is more noticable at higher elevations where the air has less density and less O2.

So, shooting off the line in Lake Tahoe (6,300 feet), the truck will be slower than in Sacramento (near sea level) and a tigher converter will make the altitude performance drop situtaiton worse.

Is this a track consideration or a daily driving consideration?

Correct!

It is a personal choice to make. If you tow, a more eff fluid coupling wastes less power (shown as heat in the fluid) The downside is turbo lag and egt rise.

One needs to be very Candid on what your expectations are, what you do with your truck, and a few other factors.

After you have qualified your needs and expectations to them, they will find the best match for you based on their experience.

Hey - I am getting it!

Thanks for all the info - lots to process. I think I am now leaning to the 1056. Don't need the extra tightness of the 1057 (or the extra $200) since I do play at high altitudes pretty often.