Torque converter matching ? - Ford Powerstroke Diesel Forum
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post #1 of 30 Old 02-03-2014, 12:09 PM Thread Starter
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Question Torque converter matching ?

Hey guys , can some of you chime in on the decision process for billet
TQ's . I want to upgrade to a triple disc / billet but don't understand the
decision process for stall speed .
I understand so far that stock is approx. 1800 rpm . After some reading
(I'm not sure if I'm rite ) will the stall "climb" higher with added hp / torque ?
If so , how ?
Also , let's say your shooting for 500 hp , would you go for a lower stall ?
I've seen ranges from 1200rpm and up .
Any help clearing these questions up and additional input would be
greatly appreciated .
(some of this comes from not fully understanding the function in the first
place and why the rpm should be moved up or down )
Thank you
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post #2 of 30 Old 02-03-2014, 12:12 PM Thread Starter
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Take that above series of questions based upon a daily driver not pure sled pulling or
towing huge all the time .
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post #3 of 30 Old 02-03-2014, 03:01 PM
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1600 or 1800 stall. Lower stalls are more designed for fuel economy and towing. The heaver duty units will have a shorter RPM slip range. Extra power shouldn't widen the slip jf designed for it, but the TC must be appropriate for the maximum power achieved. For typical performance you want it to be fully locked on its own design before max torque RPM, but not too low that you will be waiting for the turbo or having to select a lower gear.
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post #4 of 30 Old 02-03-2014, 03:19 PM
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While I was building my trans a 1600 stall was the rave, everyone recommend it. While it works well I would much rather have a 1800-2000 stall. I have a hard time building boost on launches, the truck starts pushing through the brakes at about 12psi.

The stall will raise some as HP is increased but no one was able to tell me how much. There are a lot of variables to account for.

I have found when changing tunes you have to get a good trans relearn or the TC will lock very aggressively. The converter will cause a drop in rpm and a slight turbo bark if the proper steps aren't taken when relearning.
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post #5 of 30 Old 02-03-2014, 03:28 PM
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Quote:
While it works well I would much rather have a 1800-2000 stall. I have a hard time building boost on launches, the truck starts pushing through the brakes at about 12psi.
I was hoping you would give your 2 cents. This is a good example of matching for intended use. FWIW, I am still on the stock TC, and it will also push through if I do a boosted launch. Any racing application would want a higher stall.

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post #6 of 30 Old 02-03-2014, 04:09 PM
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i have a suncoast convertor with a 2000 stall ..... when it locks on the track itll knock the change out of your pockets. it locks up nice and firm
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post #7 of 30 Old 02-03-2014, 04:41 PM
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I've heard to stay in the stock range. Another factor is the turbo. A big turbo needs to spool, if the TC is stalled too low the turbo lags. That's what I take out of my past conversations.
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post #8 of 30 Old 02-03-2014, 06:17 PM
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Just installed a P.I.. stock stall. . feels solid!!! I am happy with my choice.. I need to tweak a few shift points but over all I am very happy with my build..

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post #9 of 30 Old 02-04-2014, 05:38 AM Thread Starter
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Thanks guys , this very helpful .
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post #10 of 30 Old 02-04-2014, 06:20 AM
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I have a RCD converter with a 2000 stall and I really like it for driving in town. It feels like it's easier to build boost.
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