NON - LOCKUP converters

[Power Wagon]

Since my truck does not use a lockup converter, my only recourse is a lower stall / more efficient converter than stock for trailer towing.



I would to get your experiences with convertors, and what kind they were.



What I'm interested in is: If you used a really "tight" converter, did you have any trouble moving a heavy trailer, did it affect your shifting speeds any, and if you have a transmission temp gauge, did it help keep things cooler?



I have had advice ranging from using a 93% converter from Bill K (who doesn't really reccommend it much) to staying with a totally stock converter. I detest the fact that you have to rev the engine a lot to get the truck to really move, and that on a 6% grade at 55, there is no engine RPM difference between OD and direct.



Your experiences appreciated.

 

[KatDiesel]

Send HelicopterDan a message, hes got a DTT (I forget which one) in his 1st Gen rig. He pulls a trailer from time to time and plows snow with his.

 

[bigkid59]

Hi Mark!

I have a TCI convertor in my 1992. Anyone in drag racing will be familiar with TCI products. Their business was built upon supplying torque convertors for many drag racers.

I had to replace my convertor due to the original cracking in the weld holding the front hub in place. I had a neighbor who had been the shop foreman for TCI for years and I asked him if I could TIG weld the crack. He advised me not to reweld it because the crack was too close to the thrust bearing, which would be damaged by the welding heat. He had left TCI but recommended their new at that time diesel specific convertors.

This all happened before I ever knew about the TDR or about any other convertor suppliers. I called TCI but they did not have a convertor ready when I needed it. I called around and found one in stock at Jeg's. I bought it and installed it.

The difference between the stock convertor and the TCI was amazing! I do not know the efficiency rating for this convertor, but it is tight. It absolutly killed performance at low rpm. I adjusted the aneroid and regained low end performance.

I have only pulled a load of about 6000 pounds since installing it. You can feel what can be perceived as less slippage. The truck will move up a slight incline at idle, such as at a traffic light after releasing the brakes. Overall, I believe that it is quite a bit more efficient.

I also installed a Trans Go TFOD kit at the same time. I would recommend this to every automatic owner. I have used shift kits in many vehicles, usually with good results, but I can tell you that in this case, the results are great. Shift feel is so much better it is unbelievable. The combination of the TCI convertor and the TFOD kit has made me very happy with my transmission.

Another TDR member has been requesting information on this from me via private messages. I know we are not supposed to discuss prices on the forum, but he expressed real suprise at how much less expensive this convertor is. As I told him, it seems that the vast majority of transmission problems we read about concern the lock up clutch in the convertor. I actually feel somewhat lucky that I am not affected by that problem.

If I were buying a convertor now, knowing about other suppliers, I would do some research. But the others would have to really go a long way to satisfy me any more than the TCI.

Hope this gives you some information to help make a decision!



Also hope this does not start another transmission war!

 

[Power Wagon]

I spent some time on TCI's site, and could find NO reference to a non-lockup converter for my truck. Doesn't mean they don't have, just don't have anything online.



The local transmission shop said thier supplier of converters (don't really know who it is) said they had an SLS converter (super low stall) that was supposed to be 400 rpm less stall than stock. That would be doable, but I have no idea how well it really works. The price was roughly $325.



BTW, I have the 12CM HX 35 exhaust housing on my truck now, and it makes good low-end grunt. In fact, I can't really use it because the engine revs quite a bit, when you power brake it. I don't have a tach, but it probably reaches at least 1600-1700 without moving. It'll go higher when I put in the PW injectors, too.

 

[bigkid59]

I am looking in a Jeg's catalog now and the High Torque Towing Convertors from TCI are shown on page 138-J . I think the J designates the catalog edition.

The part number for 1988-1995 A-518 Cummins applications is 890-142250 and the one for 1995 up A-618 is number 890-142260 (this being the lock up convertor). Either of these is priced in the $350. 00 range.

The 890 part of the number is Jeg's vendor identification. The actual TCI part number is the six digits following the 890.

There also is no core charge involved on these, so the price shown is total cost with no need to ship back a core. In fact, my old convertor is sitting on a shelf in my garage right now.

I am in no way connected with TCI, but have known the founder, Bill Taylor, since my drag racing days back in the 60's. I always had high gear only blown cars and never used one of his convertors until this one. I am happy with it.

Good luck on your search for the right convertor and keep us informed!

 

[bill threlkel]

In my truck the bd converter with other bd products (see url's) droped heat in trans. from 200 to less than 100. I pull a 12,000 fifth wheel. The mods made a difference in power because of no slippage and more power to the wheels. For now i just keep the rpms up and in a steep climb of 8 to 9 % drop into second.

would like to install plate when i get the money. Very impressed with bd.