Question About Converters And Stall Speed.
#4
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Gearing does affect the stall speed of a converter.
4.10 gears will make rthe TC stall at a lower rpm and 3.08's will make the TC stall at a higher rpm.
The lower gears dont load the TC as much as teh high (3.08) gears do.
peace
Hog
4.10 gears will make rthe TC stall at a lower rpm and 3.08's will make the TC stall at a higher rpm.
The lower gears dont load the TC as much as teh high (3.08) gears do.
peace
Hog
#7
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KYSilverado is correct, the more torque tou feed the same TC, the higher the stall speed will be.
If you take a Trailblazer I-6 TC and install it in a 4.8L truck it might stall at 2200 rpm, in a 5,3L truck it will stall around 2500-2600 rpm, in a 6.0L truck it might stall around 2900 rpm. If you put it in a ZZ572 truck with 800 lb/ft of torque that same TB TC may stall at 4000 rpm.
More torque equals more stall rpm.
If every truck used the EXACT same TC, teh smaller displacement engined trucks would have the lowest stall rpms, and the larger displacement engined trucks would have the highest stall rpms.
GM plays with the angles of the fins inside of the TC as well as stator and turbine diameter to get the correct TC stall speed for that particular engine/trans/vehicle combo.
here is an old post that talks about the S10 L35 V6 TC being insatlled behind injected V8s' I have done this in my 1997 Vortec 350 truck, the V6 TC stalls at about 2500 rpm behind the my 350. My S10 V6 TC swap, has teh same ideology that the Trailblazer I-6 TC in a 5.3 or 6.0L truck has, its just that the 5.3 and 6.0 are NBS trucks.
There are a set of 4 letters and numbers on each TC that GM builds, this link explains some.
http://www.theherd.com/articles/torque.html
take care
Hog
If you take a Trailblazer I-6 TC and install it in a 4.8L truck it might stall at 2200 rpm, in a 5,3L truck it will stall around 2500-2600 rpm, in a 6.0L truck it might stall around 2900 rpm. If you put it in a ZZ572 truck with 800 lb/ft of torque that same TB TC may stall at 4000 rpm.
More torque equals more stall rpm.
If every truck used the EXACT same TC, teh smaller displacement engined trucks would have the lowest stall rpms, and the larger displacement engined trucks would have the highest stall rpms.
GM plays with the angles of the fins inside of the TC as well as stator and turbine diameter to get the correct TC stall speed for that particular engine/trans/vehicle combo.
here is an old post that talks about the S10 L35 V6 TC being insatlled behind injected V8s' I have done this in my 1997 Vortec 350 truck, the V6 TC stalls at about 2500 rpm behind the my 350. My S10 V6 TC swap, has teh same ideology that the Trailblazer I-6 TC in a 5.3 or 6.0L truck has, its just that the 5.3 and 6.0 are NBS trucks.
There are a set of 4 letters and numbers on each TC that GM builds, this link explains some.
http://www.theherd.com/articles/torque.html
take care
Hog
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#8
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Since we are talking convertors here, how does a convertor in a car compare to a convertor in a truck? I don't remember exactly, but my stang has a 2200-2400 stall in it and I would think something in the 3000 range like most suggest wouldn't be as daily drivable. Not that the one in my stang is undrivable, but 3000 just seems high. Does a truck naturally have a higher stall because of the weight? Do cars and trucks react differently with the same stall speed?
#9
TECH Senior Member
iTrader: (7)
Originally Posted by 02BlueStepside
Since we are talking convertors here, how does a convertor in a car compare to a convertor in a truck? I don't remember exactly, but my stang has a 2200-2400 stall in it and I would think something in the 3000 range like most suggest wouldn't be as daily drivable. Not that the one in my stang is undrivable, but 3000 just seems high. Does a truck naturally have a higher stall because of the weight? Do cars and trucks react differently with the same stall speed?
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