Stall converter daily performance
#1
On The Tree
Thread Starter
Stall converter daily performance
I'd like to hear from those who have a stall converter in their daily driver. How does it behave during your normal commute, low rpm cruising, etc?
I've been paying atterntion to my tach and thinking about what the effects of a converter might be. For instance, my stock converter (truck is a '11 Silverado, 6' bed single cab, 2wd, 4.8) seems to grab at about 1500 rpm. High gear, low rpm cruising, say at 50 mph, rpm is right around 1600 or so. What I'm wondering is, if I had a 2400 or 2800 or something like that, would it be slipping, overheating the trans, etc during every day driving?
Obviously, I'm thinking about some performance upgrades (truck is stone stock right now) and trying to think through what various choices would do to drivability.
I've been paying atterntion to my tach and thinking about what the effects of a converter might be. For instance, my stock converter (truck is a '11 Silverado, 6' bed single cab, 2wd, 4.8) seems to grab at about 1500 rpm. High gear, low rpm cruising, say at 50 mph, rpm is right around 1600 or so. What I'm wondering is, if I had a 2400 or 2800 or something like that, would it be slipping, overheating the trans, etc during every day driving?
Obviously, I'm thinking about some performance upgrades (truck is stone stock right now) and trying to think through what various choices would do to drivability.
#2
TECH Enthusiast
I'd like to hear from those who have a stall converter in their daily driver. How does it behave during your normal commute, low rpm cruising, etc?
I've been paying atterntion to my tach and thinking about what the effects of a converter might be. For instance, my stock converter (truck is a '11 Silverado, 6' bed single cab, 2wd, 4.8) seems to grab at about 1500 rpm. High gear, low rpm cruising, say at 50 mph, rpm is right around 1600 or so. What I'm wondering is, if I had a 2400 or 2800 or something like that, would it be slipping, overheating the trans, etc during every day driving?
Obviously, I'm thinking about some performance upgrades (truck is stone stock right now) and trying to think through what various choices would do to drivability.
I've been paying atterntion to my tach and thinking about what the effects of a converter might be. For instance, my stock converter (truck is a '11 Silverado, 6' bed single cab, 2wd, 4.8) seems to grab at about 1500 rpm. High gear, low rpm cruising, say at 50 mph, rpm is right around 1600 or so. What I'm wondering is, if I had a 2400 or 2800 or something like that, would it be slipping, overheating the trans, etc during every day driving?
Obviously, I'm thinking about some performance upgrades (truck is stone stock right now) and trying to think through what various choices would do to drivability.
My Ram had a 2,800 rpm converter in it and I towed with it as well.
Stock converter in both of my Titans also stalled to 2,500 rpm.
#3
On The Tree
Thread Starter
Oh, yeah, I thoroughly forgot about the lockup clutch. That seems like it would eliminate any low rpm cruising slip.
So it seems like a sensible cam upgrade and matching converter doesn't really have a down side, assuming appropriate supporting modifications.
So it seems like a sensible cam upgrade and matching converter doesn't really have a down side, assuming appropriate supporting modifications.
#5
TECH Addict
iTrader: (7)
I'd like to hear from those who have a stall converter in their daily driver. How does it behave during your normal commute, low rpm cruising, etc?
I've been paying atterntion to my tach and thinking about what the effects of a converter might be. For instance, my stock converter (truck is a '11 Silverado, 6' bed single cab, 2wd, 4.8) seems to grab at about 1500 rpm. High gear, low rpm cruising, say at 50 mph, rpm is right around 1600 or so. What I'm wondering is, if I had a 2400 or 2800 or something like that, would it be slipping, overheating the trans, etc during every day driving?
Obviously, I'm thinking about some performance upgrades (truck is stone stock right now) and trying to think through what various choices would do to drivability.
I've been paying atterntion to my tach and thinking about what the effects of a converter might be. For instance, my stock converter (truck is a '11 Silverado, 6' bed single cab, 2wd, 4.8) seems to grab at about 1500 rpm. High gear, low rpm cruising, say at 50 mph, rpm is right around 1600 or so. What I'm wondering is, if I had a 2400 or 2800 or something like that, would it be slipping, overheating the trans, etc during every day driving?
Obviously, I'm thinking about some performance upgrades (truck is stone stock right now) and trying to think through what various choices would do to drivability.
While cruising and during lockup, your rpm's should be the same as they are now. What affects rpm's is gears in the rear end. The higher numerically you go, the more rpm's you turn.
Daily driving? Well, it's going to be more fun for sure. My old Circle D 3200 was loose and like to rev but it was definitely more fun after the converter.
Overheating? Invest in a tranny cooler. I hear TruCool makes an awesome 40k unit.
But, if you're going to start doing something with the truck, think about your goals and what you want to get out of it. This is where people tend to screw up with throwing parts in and it not performing like they thought it would.
Gears would be my first choice and it was when I started on mine. Assuming you have a 6spd behind the 4.8, throw in a set of 4.30's or 4.56's. Have it tuned at the same time and you'll be amazed at the difference.
After it's all said and done, if all you're going to do with the truck is use it for a DD, then don't do something stupid like throw a 228+ cam in it. It'll be a dog out of the hole and you won't like it. These motors respond well to just cam/headers/tune but you have to select the right part for the job.
Good luck and don't be scared to ask a question. We're all here to learn.
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#8
#9
I put anywhere from 300-500miles a week on my truck, which consists of a cammed/blown lq9, 80e, 4.10s and a Yank 3600 stall and I have no complaints. I don't tow anything, but from time to time have my Harley in the bed. Trans temps on 95+ degree days in town will stay about 180ish, freeway will drop to 140 or less with a trucool 40k, which is a must. I drive friends stock trucks and they suck.. A 3K stall would be enjoyable, and still be daily driver friendly.
#10
On The Tree
Thread Starter
While cruising and during lockup, your rpm's should be the same as they are now. What affects rpm's is gears in the rear end. The higher numerically you go, the more rpm's you turn.
Daily driving? Well, it's going to be more fun for sure. My old Circle D 3200 was loose and like to rev but it was definitely more fun after the converter.
Overheating? Invest in a tranny cooler. I hear TruCool makes an awesome 40k unit.
But, if you're going to start doing something with the truck, think about your goals and what you want to get out of it. This is where people tend to screw up with throwing parts in and it not performing like they thought it would.
Gears would be my first choice and it was when I started on mine. Assuming you have a 6spd behind the 4.8, throw in a set of 4.30's or 4.56's. Have it tuned at the same time and you'll be amazed at the difference.
After it's all said and done, if all you're going to do with the truck is use it for a DD, then don't do something stupid like throw a 228+ cam in it. It'll be a dog out of the hole and you won't like it. These motors respond well to just cam/headers/tune but you have to select the right part for the job.
Good luck and don't be scared to ask a question. We're all here to learn.
Daily driving? Well, it's going to be more fun for sure. My old Circle D 3200 was loose and like to rev but it was definitely more fun after the converter.
Overheating? Invest in a tranny cooler. I hear TruCool makes an awesome 40k unit.
But, if you're going to start doing something with the truck, think about your goals and what you want to get out of it. This is where people tend to screw up with throwing parts in and it not performing like they thought it would.
Gears would be my first choice and it was when I started on mine. Assuming you have a 6spd behind the 4.8, throw in a set of 4.30's or 4.56's. Have it tuned at the same time and you'll be amazed at the difference.
After it's all said and done, if all you're going to do with the truck is use it for a DD, then don't do something stupid like throw a 228+ cam in it. It'll be a dog out of the hole and you won't like it. These motors respond well to just cam/headers/tune but you have to select the right part for the job.
Good luck and don't be scared to ask a question. We're all here to learn.
My increased rpm question had to do with potential converter slip while cruising under stall speed. I had totally forgotten about the lock up clutch feature.
Thank you, though, for your helpful comments. I have been out of hot rod car/truck and racing scene for years, now, and know next to nothing about the LS motors. Something bit me recently and my interest is back! So, I'm poking around, trying to learn what I can about these motors.
I'm not going to do too much of anything real soon, as I have several major projects going on that take up all my time off. But I want to have some knowledge before I jump in, and this seems like a good place to get some of that.