Does anyone have a torque convertor on their Lightning that is a daily driver ans sees a little track time? Or anyone have an opinion on using a torque convertor with a higher stall speed on a daily driver? What stall speed is everybody using that has one? 2400? 2600? Just curious the stock convertor is a 1800 stall????

Chad

 

I have a 3K stall Yank converter and it rocks. My truck is a daily driver and see's a bit of track time too...the converter is simply not a problem on the street.

 

I am interested in getting a higher stall converter also, seems they are good for at least .2 in 1/4. What has anyone seen in time improvements? Also haven't heard of Yank, Precision seems to be tossed around alot. Any input as to best quality?

Mark

 

I prefer Yank converters to PI. I had a PI Vigilante on my old firebird and had some problems with it. Had to remove it at my expense and send it back in at my expense to be rebuilt. When they sent it back, yes...at my expense, I had to pay to have it reinstalled.

I've talked with Mike at Yank many times and he's a great guy with a terrific product, that he stands behind. I VERY highly recommend Mike.

I can't tell you what my 1/4 time dropped with the converter because I did a few things at the same time.

My time before the converter: 12.82 @ 108MPH - Cool April day at Cecil (good traction)

My time with the converter, ET Streets, and a 8lb pulley: 12.27 @ 109 MPH - This was in 102* Heat!!!

My 60' time dropped from 1.9s to low 1.7s.

 

I was under impression that the TQ convertor with higher stall speed results in higher RPM's at cruising speeds - kind of like moving from 3.73 gears to 4.10 gears or something. Does that result is less MPG? Also, does maintaining a higher RPM for extended periods results in less engine reliability?

 

On my L,the convertor is worth maybe 1/10th at most...maybe not even that.
I launch at 14-1500rpm so it turns out i should have put the money elsewhere.
As far as drivabilty issues on the street,there are none.
I beleive once i get an aftermarket blower and/or nitrous that the convertor will earn it's keep

 

I installed a new ART CARR torque converter with the new Factory tech tranny and built engine. It stalled at 3800 way above the 2400 it was supposed to stall at. I had to remove it (8 hour job) and now use the stock converter. The stock one works well for me. The tranny temps are also lower. I would say stick with the PI from one of the tuner guys or stay stock.

 

No, it does not. Here, let's do this:

STALL SPEED
Torque converter stall is a commonly used term and is commonly misunderstood. Stall is the speed at which the converter will hold the engine speed and not allow further gain (i.e., the engine "stalls"). The key word here is engine. The speed at which stall occurs with a given converter is a function of engine peak torque. It is clear that the stall speed on a given converter will not be the same coupled to a tame small block engine when compared to a big block with all of the muscle features added. When comparing stall speeds it is important to account for the engine that drives it. True converter stall can best be determined when a Transbrake is used. Testing for stall value by locking the wheel brakes generally does not produce a true stall value because the engine power can often cause wheel turn by overpowering the brakes. Stall speed determined by this method should be identified as such when discussing stall speed determination. Flash stall is determined by launching at full throttle and observing the peak speed attained at launch. Selection of the right stall speed for your vehicle should be matched to the engine peak torque, engine torque curve shape and vehicle weight. In general, the stall speed selected for your converter would be 500 to 700 rpm below the peak torque. This speed allows the margin for application of the torque reserve on takeoff. When selecting stall speed without having prior experience to go by, it is better to conservatively estimate the engine torque than it is to over estimate it. If you over estimate the torque output you will have a converter with a stall speed too low, making your car slow off the line and have slow ET. A properly selected stall speed will give you better launch and better ET. You can see why it is important to consult with professionals prior to making a stall speed selection. Within the converter, stall speed is balanced off against inefficiency after launch. Getting desired stall at the expense of performance after launch is just as costly as improper stall speed to begin. The optimum converter has careful selection and design of changes to the impeller, turbine and stator.

DOES STALL SPEED AFFECT NORMAL STREET DRIVING?
Normal driving is not affected by stall speeds up to approximately 3000 RPM, particularly with a good converter. A car will begin to roll normally when a higher stall speed converter is used. Quick acceleration will be favorably influenced by stall speed. A very high stall speed (above 3000 RPM) would not be satisfactory for street use.

There is some more good reading on Yank's site. Check out the FAQs and Tech sections. Yank Converters