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This data is from Ron @ Suncoast.

New for 2008 are our custom designed billet stator series #55, #58 and #59.

This past year the tuners have made some huge power gains, with that said Sun Coast saw the need for more efficient fluid coupling and better spool up converters for big turbos. We have added 3 new converters the 55, 58 and 59 to our Allison torque converter line up.
The stall test and RPM drops were tested with Stage V transmission, stock turbo with a PPE 350HP tune, stock size tires in our 3500 dually. The example stalls and RPM drops are strictly to help you decide which may be best for your truck. Big tires without gear swaps will raise your brake stall test numbers. We would appreciate your feedback on your trucks’ performance with different gearing/tire and power combinations. If you care to share your results please respond to [email protected] Use Stall Test Results in the subject line. Thanks for listening.


The SC1050-SC1054converters are 200-400 RPMs less stall than the stock converter, from 02-04 most of the power was made on the top end so with the Allison having tow haul with lockup in 2nd we did not try to tighten the bottom end up much. We spent more time with getting the trans to hold than we did working on the converter.

GM-1055-3D
Approx. brake stall is 2600 RPM

Our 1055-3D converter will let huge turbos spool and light. It allows great turbo spool-up and will couple well as a result of utilizing larger windows that offer the more efficient fluid flow . Our #55 IS NOT intended for towing, but if you insist you can, It has no limits. This was designed for drag/sled pulling trucks with XLarge turbos that need to spool.

GM-1056-3D
Approx. brake stall 2000

This is our journeyman converter that incorporates an OEM style stator and custom modified impeller to allow low end torque multiplication (" gets the load moving") and high end efficiency ("puts the power to the road"). Combined with the Sun Coast triple clutch and billet cover it is a great converter for daily driving, towing and or racing. This converter spools good with stock to medium size turbos.

GM-1057-3D
Approx. brake stall 1800

Our 1057-3D converter established a benchmark for performance torque converters. Often referred to as the “McRat” it has set numerous records at the strip since its’ inception in 2005. Our #57 series incorporates a modified OEM stator and is coupled with the "Velocity Series" impeller. It allows good turbo spool-up with stock size turbos running mild tunes and also offers more efficient fluid coupling than our #56 converter. If you’re running the larger turbos and the wild tunes and need to spool see our #55, #58 or #59 series converters.

GM-1058-3D
Approx. brake stall is 2300 RPM

This converter is great for everyday driving with stock to medium size turbos and big HP tunes. It will brake stall at 2300 RPM, but still couples at cruising speeds. Shifts at 2000-2500 and you will see about a 500 RPM drop. This converter has no limits.

GM-1059-3D
Approx. brake stall is 2000 RPM

Ideal converter for twins or quick spool turbos. Our 1059-3D converter will brake stall about 2000 RPM and couples nicely at wide open speeds. When your shifts are at 2000-2500 cruising you get about a 500 RPM drop with the 1059. This converter has two limits, it requires a minimum tune of 220HP and quick spool turbo.
 

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Nice.
 

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you guys asked now you have the story from Suncoast. ask what ever you want as Ron will be ckecking in to answer the tough stuff.

Thanks again Mike and Ron.



OT, I'm waiting on Wade @ ATS for his post on TC's.
 

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1056 or 1058?

Ron,

Which TC for SCIII/IV trans, stock motor with EFILive 500hp/1000tq tune, the 1056 or 1058?

Thanks,

BoiseRob
 

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Discussion Starter · #8 ·
Ron,

Which TC for SCIII/IV trans, stock motor with EFILive 500hp/1000tq tune, the 1056 or 1058?

Thanks,

BoiseRob
I will be installing a 1058 in an LBZ shortly and test it stock and 500 hp. We will have a better idea then.
 

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with the exception of the 59 are the rough stall ratings with a stock tune? or a ~500rwhp tune
 

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Well.....my truck is pretty wild with the 1057. What should I do? Why does the 1059 require such a big tune/or quick spool turbo to run right if the stall is 200rpm higher than a 1057 that runs fine on a small tune?

with the exception of the 59 are the rough stall ratings with a stock tune? or a ~500rwhp tune

The stall test and RPM drops were tested with Stage V transmission, stock turbo with a PPE 350HP tune, stock size tires in our 3500 dually.


Here's your sign....:eek:
 

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Ron, for us guys that got a convertor in the pre-McRat convertor days, so that we have an idea how our stuff stacks up, could you supply that same type information?

IIRC, I have either a 1050-3D, or a 1053-3D (have to check my paperwork to know for sure; I know it is what Mike and Eric were recommending at the time), so I am really curious about those as well.

Thanks in advance.
 

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Well.....my truck is pretty wild with the 1057. What should I do? Why does the 1059 require such a big tune/or quick spool turbo to run right if the stall is 200rpm higher than a 1057 that runs fine on a small tune?








Here's your sign....:eek:
thank you bob :p:
 

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Im also curious about the 1058. I am runninf a 500/1000 set up on my truck, and have plans for a mild turbo upgrade. I am also running 38 inch tires, and as I right now I dont plan on re-gearing my truck. I am planning on building the tranny in the next month or two, and I definitely want to build it right for my set up. Any advice Mike L., Ron, or anybody else for that matter?
 

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Im also curious about the 1058. I am runninf a 500/1000 set up on my truck, and have plans for a mild turbo upgrade. I am also running 38 inch tires, and as I right now I dont plan on re-gearing my truck. I am planning on building the tranny in the next month or two, and I definitely want to build it right for my set up. Any advice Mike L., Ron, or anybody else for that matter?
You are running 500rwhp and 1000rwtq to 38" tires on a stock tranny? :eek:
 

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Yep and needles to say 9000k miles later the tranny is not to happy about it. I baby it most of the time, but she slips when I really get on it.
 

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am going to try out a 1058 in my truck sc3 with around 500 hp all let you know how it works
 

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Well.....my truck is pretty wild with the 1057. What should I do? Why does the 1059 require such a big tune/or quick spool turbo to run right if the stall is 200rpm higher than a 1057 that runs fine on a small tune?








Here's your sign....:eek:
Great question, Well its like installing a 15" tug boat prop on you 2HP Johnson motor, It will never reach operating RPM. The SC59 has large windows in the stator to allow more fluid flow that in return gives you efficiency. This helps keep the engine in the torque range longer. Your SC57 has smaller windows, helps it spool quicker, but bigger tunes need to couple so we use a tighter pump than the SC56 has to get it to couple. Your SC57 could be too tight if you install a large turbo. Were the SC56 will spool. Example, if I load the PPE 130HP level 4 or less on my truck with the SC59, max stall is 1400. Load level 5 220 or more it will spool quick to 2000 then roast the tires. Its not going to be one size fits all anymore, tuners are doing a great job finding more torque on the low-mid ranges so I had to step it up to keep up. The 57 is still a great converter, but with the right combonation of parts and tunes we needed more and the SC58 for now fits. Thanks Ron
 
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