Stall Speed thread - Ford Powerstroke Diesel Forum
 
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post #1 of 8 Old 07-04-2013, 06:32 AM Thread Starter
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Stall Speed thread

Hey all! I'm being kinda lazy here and opening up a topic that has probably already been discussed. However, not recently.

My TC is stock, if I were to change out to one with a lower stall speed, what would be the advatages? How would this effect tow, fuel mileage, performance?

In other words, school me on this subject please!



1999 F250 Lariat 4X4 Offroad
Under the hood: 7.3 diesel, 4in straight piped to 6in shotgun dual stacks, DIY 6637, Bigg Boost. Foil delete. Riffraff FRx. IH Bellowed Up Pipes. Wicked Wheel Gen 1. TS Chip with canned tunes *Wrecked 5/16


1999 F250 XLT ECSB 2wd Auto. Hydra chip, gauges, 6637, Army OD Green on stock rims...
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post #2 of 8 Old 07-04-2013, 10:33 AM
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If you put on a TC with a lower stall speed, you'd likely burn up your tranny quicker. Power would be transmitted at a lower RPM, meaning less hp/tq is being used to create motion, so slip will occur for longer, creating more heat, burning your clutches.

I'm not a smart man on it, but that's the gist of my understanding. If I were to replace my TC, I would get aftermarket stock. One of those billet jobs I hear so many good things about. Until I change my cam (not a likely mod for my uses), the power band should remain relatively close to stock, albeit with higher numbers.

2002 F250 CCSB 4x4
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post #3 of 8 Old 07-04-2013, 11:48 AM Thread Starter
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Hmmm..... Thanks for the info! Something to think about. I just hate how my truck goes instantly to 3000-3100rpms to accelerate. I'd like it to be around 2,000rpms and from what reading I was able to find on the subject, stall speed is my answer



1999 F250 Lariat 4X4 Offroad
Under the hood: 7.3 diesel, 4in straight piped to 6in shotgun dual stacks, DIY 6637, Bigg Boost. Foil delete. Riffraff FRx. IH Bellowed Up Pipes. Wicked Wheel Gen 1. TS Chip with canned tunes *Wrecked 5/16


1999 F250 XLT ECSB 2wd Auto. Hydra chip, gauges, 6637, Army OD Green on stock rims...
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post #4 of 8 Old 07-10-2013, 04:21 PM
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I just read something on this the other day. Our trucks do not have a set stall speeds on our tc's per say.
A stock truck has a "stall speed" around 18-1900 rpms. I know what you are saying though. It seems like our trucks rev up really high before getting good power at times.
Our tc's do not really work like they do on the older trucks. I had a tow/rv converter in my 79 and it made a huge difference.

You basicslly just want a good quality converter like the precision industries stallion converter that bts uses.

Im not the right person to explain it. I do not even think they have "low stall" converters for our trucks.

03 F350 7.3L Auto CC LB Dually 410's (LS Rear)315's

PHP/Beans tuned, 250/100 FF inj's, BTS Tranny, Strictly Diesel complete fuel system w/RR & FB Delete, Pius LASB from Irate, Swamps hvhf IDM
Autometer Nexus Guages (TT,FP,BP,EGT), 4"MBRP, DieselSite Coolant filtration system/billet housing/HP X-Over line, Baldwin PA2818(6637) RR Boots, 26 row 6.0 Tranny & PS Cooler, LarryB's Denso Starter
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post #5 of 8 Old 09-03-2013, 08:40 AM
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I have a low stall convertor. Here is what to expect. Slightly improved fuel mileage due to the motor not revving as high while pulling out, improved response when towing. Slightly higher trans temps if pulling heavy in stop and go traffic (very manageable and nothing high enough that I would want to pull over and let it cool) and a perceived power increase out of the hole, mainly because the TC is transmitting more power to the final drive creating LESS slip in the clutches.

I love my low stall convertor.

99.5 F250 7.3 AFE Stage 2 Intake, Foil Delete, 4" Dual Turbo Back MBRP Exhaust, TW 6 Pos. Chip on 285/75's. 86K and Counting

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post #6 of 8 Old 09-04-2013, 03:50 AM Thread Starter
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Quote:
Originally Posted by Funkmaxtor View Post
I have a low stall convertor. Here is what to expect. Slightly improved fuel mileage due to the motor not revving as high while pulling out, improved response when towing. Slightly higher trans temps if pulling heavy in stop and go traffic (very manageable and nothing high enough that I would want to pull over and let it cool) and a perceived power increase out of the hole, mainly because the TC is transmitting more power to the final drive creating LESS slip in the clutches.

I love my low stall convertor.
If you don't mind my asking, how much did it cost you?

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1999 F250 Lariat 4X4 Offroad
Under the hood: 7.3 diesel, 4in straight piped to 6in shotgun dual stacks, DIY 6637, Bigg Boost. Foil delete. Riffraff FRx. IH Bellowed Up Pipes. Wicked Wheel Gen 1. TS Chip with canned tunes *Wrecked 5/16


1999 F250 XLT ECSB 2wd Auto. Hydra chip, gauges, 6637, Army OD Green on stock rims...
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post #7 of 8 Old 09-04-2013, 05:46 AM
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I'm using a Revmax Stage 5 with a low stall impeller. They upgrade the TC to a triple disc instead of the factory single and have multiple options for stall speeds. Do NOT go Ultra low stall if you plan on daily driving your truck. Right now you buy them for $600 with factory stall speed or low stall speed. These guys were great to deal with. I was replacing my factory trans when I purchased this. Unfortunately I was short on cash at the time and had to go with a Jasper trans. The guys at Revmax even helped me troubleshoot the trans issue I was having without it being a TC problem. That is pretty good customer support.

Performance Torque Converters | Car & Truck Torque Converters

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post #8 of 8 Old 09-04-2013, 07:24 AM Thread Starter
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Cool deal!

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1999 F250 Lariat 4X4 Offroad
Under the hood: 7.3 diesel, 4in straight piped to 6in shotgun dual stacks, DIY 6637, Bigg Boost. Foil delete. Riffraff FRx. IH Bellowed Up Pipes. Wicked Wheel Gen 1. TS Chip with canned tunes *Wrecked 5/16


1999 F250 XLT ECSB 2wd Auto. Hydra chip, gauges, 6637, Army OD Green on stock rims...
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