How does it behave around town? I still can't quite grasp that part of things.

Pulling from a stop light with rather gentle throttle - does it stall that much higher than stock before the truck gets rolling? I'm not sure if I'd be looking at a 200 rpm, or 1200rpm difference.

What about when it locks up, or kicks down out of it?

How about when you get to a moderate sized hill? Say my truck goes up them stock, around 2500rpm in second. That's well past the stock converters rated stall speed. If I toss in an aftermarket converter, would I then be running RPM's well over it's rated stall on that same hill?

I'm so lost.

I'm stuck between the 2600 and 3000 for my boat. I've got the gearing, but I've also got a ton of weight.

 

I have a Yank 2800 going into my OBS Tahoe 2WD next month, I think that anything a lot bigger won't be very good for towing.

 

Get the upcoming Dual-Disc Yank Tow Thruster converter in 3000-3600 stall if you want to fry tires and still pull a boat or trailer.

 

hey you tease, how about a little more info on that one.

 

Say wha? Need more info, please.

 

Around town it is 'almost' like stock. The truck will still move at idle, and it only takes a little bit more gas to get it moving the same as stock. Its noticeable but not bad at all. Right out of the tranny shop I thought maybe I got the wrong one - I had immagined it would be 'loose' and that it would take much more gas to get it moving - but its perfect - very good mod. About the hills......it takes just a bit more gas then before. Fairly steep hills and from a stop is really the only time you will notice any difference - other then when you put your foot into from a stop and it starts burnin rubber

I would recommend the 3k stall. I honestly think that for the money, a 2600 wouldn't be worth it - it would give you maybe a few tenths or so but I bet it would feel almost like stock. Its not like the truck has to jump to 3k to go anywhere, the only time it does so is at WOT - the rest of the time it just takes a few hundred rpm more to get it moving. Not sure about very large heavy trucks, as mine is pretty light.

 

Thank you sir!

I wish I knew of someone in my area (Central MA anyone?! ), who was running a higher stall so I could try to sneak a ride.

I was watching the tach in my 25 mile backroad commute to work this morning. There are a lot of short steep hills that I take from 25-45mph. The tach is usually hanging around 2200-2800rpm. I'm nervous with all of the pulling out of lockup, that I'll get annoyed with too large of a stall.

Is falling out of lockup with the 3000 anything like how the tranny behaves when downshifting under the tow-haul mode?

I only use tow-haul to get myself (and whatever I'm pulling) moving. It's WAY TOO ANNOYING once under way.

 

OK, enough with the teasing. Yank is putting the finishing touches on a new line of torque converters aimed at the dual-purpose truck racer...those who want to cut sub 2.00 60' times plus tow a boat or trailer.

Doing this takes some engineering. Normally, to get enough stall to launch like the devil, you need to decrease the diameter of the converter pump/turbine. Stock size is 300mm (11.81"). Stock clutch is around 300mm too.

Going up in stall means going down in size. The 280mm (11.02") Trailblazer converters will work well in the 2600-3000 range. Once you exceed the 3000 stall range, efficiency takes a dive pretty fast. The 280mm clutch is about the smallest clutch you'd want to have and still tow a boat or trailer. Once you go smaller, towing capacity drops pretty fast.

To get stall in the 3000-3600 range, Yank prefers to use converters of the 258mm (10.16") configuration. To keep towing as high as possible, Yank installs an oversized 265mm (10.43") clutch. This means all Pro Yank converters (like what I have) can tow up to 3500 lbs. OK for a jet ski or motorcyle, but not a big boat or trailer. Enter the dual-disc converter.

Yank will soon offer a new line of converters in the 258mm configuration that will give performance enthusiasts their choice of 3000-3600 rpm of stall speed, but with TWO 265mm clutches. This dual disc clutch promises to meet or exceed the holding capacity of the stock 300mm clutch. The new line of converters will be appropriately named "Tow Thrusters". Pricing is still undetermined, but it appears there will be a nominal increase in cost mandated by the larger billet cover and twin clutch discs. If interest is high, Yank should be in full production by December. I hoped to get the first one to try in my Tahoe, but it looks like I'm going to step up to something a little racier (like the SS 3600). Start the line.