That's what I've heard, and I would really like to know the answer. I presume everyone's talking about the I-6 converter (GM P/N 24215557) and not the V-8 converter, since that would behave too much like a full-size Chevy TC. I know very little about these TC's, except that they both seem to be 278mm in diameter.

 

They are not the same converter,the TT2600 has a higher stall ratio and gives greater torque multiplication.The Trailblazer converter will stall almost as high as a TT2600 but the Yank will give you the additional thrust.

 

How do you know this?

 

Has anyone done this swap.....seems like a nice cheap upgrade...the convertor only list like $2xx on GMPARTSDIRECT.

Chris

 

Yeah, if you run a search for 'trailblazer' in this section, you'll come across a few threads on this.

From what I remember, the TB converter stalled around 2800 in a 5.3, I believe. It was a little more loose than the buyer thought it would be.

 

Yeah, they are like a 2.1 vs ~1.8, not a whole hell of a lot of difference in terms of torque multiplication. You're talking about $400 difference in price from the OE GM one vs the Yank...that's a lot of damn money.

So perhaps it's a GM case w/ a stator and turbine change? Either way the Trailblazer is a good cheapass upgrade.

 

Stall isn't the only factor in converter performance,when you hit the throttle expecting to tire melting performance from a stock Trailblazer and it stalls to 2600rpm and then eases away you'll know the difference.It's the small details that make the difference in converters and the guys at Yank have got it right with converters for LS1 trucks.

 

whitt1, please tell me what Yank has done to make their TT2600 converter better than the stock Trailblazer converter. I've heard all they've done is paint it.

 

Don't expect "tire blazing" action from a TT2600 either, it's just not that great or much of a stall. Even the 2600rpm higher stall will be a vast improvment off a dead stop over the stock truck one...it's not going to simply wheeze away from the light. The STR helps but it isn't a HUGE gain at 2.1

Efficiency is also important concerning converters as is their driveability too. That's why you can't have a 12" 3500rpm stall, it's just not going to work well.

 

Well, the 2.21 STR of a TT3000 isn't that much improvement over the 2.1 STR of a TT2600/Trailblazer stall, for that matter. Right?

Regarding efficiency - from what I've read, when a converter locks up, it is operating at 100% efficiency, and at anything other than lockup, it will be less than 100%. Do I have this correct? If so, how is efficiency calculated, and how does it matter? Is it all about gas mileage and heat?