Circle D vs Revmax Converter
Circle D vs Revmax Converter I was looking at buying a torque converter for my daily. I'm installing a 228r and 799 heads here soon. I'm looking at the circle d 3000-3200 and the revmax stage 3. I was looking to see what is the best converter out of the two for a daily. I want the converter to be tight. I'm not super worried about performance because I would rather have drivability. Any opinions?
FormerVendor
Joined: Jan 2014
Posts: 323
Likes: 3
I don't think anyone would argue our HP series converter has bad drivability. This is probably because of it's large 11" diameter. I think it would be a great choice for a mild setup like this. If you have any more questions about it, we would be happy to help.
-Brian
-Brian
CircleD builds a very good product. I'm looking at making my car more street friendly. So some of the things I'm looking at you may want to take into consideration.
First, I have the 2E 4000 stall and it's too loose with the 3.23s for it to be a really good daily driver type of car. I think with 3.73s it'd get rid of some of the sloppiness I have. It drives fine, but it is a loud car, so the looseness is unavoidable. So I would recommend moving to 3.23s or 3.42s if you have 2.73s. It'll get the car moving in traffic faster with less RPM.
Second, because a loud exhaust is amplified on a stalled A4, I would get a quiet exhaust and a cutout (for when you need it).
Third, I would get enough stall to overcome the sluggish affect of shifting from 1>2 in these cars. I would say at least a 3200 with 3.42 gears (so you're n the right track - something like a 2B or 3B from CircleD would be great). That would make a strong car that can be daily driven.
But I would try to get as much stall as possible. With a quiet exhaust and enough rear end gear, it makes it better. And like I said, I do 4000 now and it's fine. But it's subjective. And the tune does help with it.
Ask Chris for something that will keep your traffic RPMs under 2500 with a 3.42 gear or so that has the best shift extension possible (or drop between shifts). As an example, the 2E I have has very good shift extension and does not drop much on a shift (800-1000 RPM). But it also needs RPM to drive in traffic. Part-throttle tip-in is pretty weak because of that. So like a cam, you have to balance out the low RPM drivability with the high RPM sparkle.
First, I have the 2E 4000 stall and it's too loose with the 3.23s for it to be a really good daily driver type of car. I think with 3.73s it'd get rid of some of the sloppiness I have. It drives fine, but it is a loud car, so the looseness is unavoidable. So I would recommend moving to 3.23s or 3.42s if you have 2.73s. It'll get the car moving in traffic faster with less RPM.
Second, because a loud exhaust is amplified on a stalled A4, I would get a quiet exhaust and a cutout (for when you need it).
Third, I would get enough stall to overcome the sluggish affect of shifting from 1>2 in these cars. I would say at least a 3200 with 3.42 gears (so you're n the right track - something like a 2B or 3B from CircleD would be great). That would make a strong car that can be daily driven.
But I would try to get as much stall as possible. With a quiet exhaust and enough rear end gear, it makes it better. And like I said, I do 4000 now and it's fine. But it's subjective. And the tune does help with it.
Ask Chris for something that will keep your traffic RPMs under 2500 with a 3.42 gear or so that has the best shift extension possible (or drop between shifts). As an example, the 2E I have has very good shift extension and does not drop much on a shift (800-1000 RPM). But it also needs RPM to drive in traffic. Part-throttle tip-in is pretty weak because of that. So like a cam, you have to balance out the low RPM drivability with the high RPM sparkle.
Moderator
Joined: Aug 2010
Posts: 7,323
Likes: 529
From: Ann Arbor, MI
Both my previous Yank 3600 and current CircleD 3600 (triple disk) are very tight and streetable. I can accelerate briskly while keeping revs under 2500.
Much earlier I had a TCI SuperStreetFighter 3200 and that was so loose, the car barely moved under 3000 RPM.
Much earlier I had a TCI SuperStreetFighter 3200 and that was so loose, the car barely moved under 3000 RPM.
Trending Topics
LS1 Tech Stories
The Best V8 Stories One Small Block at Time
6 Common C5 Corvette Failures and What's Involved In Repairing Them
Pouria Savadkouei
Retro Modern Bandit Pontiac Trans AM Comes With Burt Reynolds' Autograph
Verdad Gallardo
Top 10 Greatest Cadillac V Series Performance Models Ever, Ranked
Pouria Savadkouei
Top 10 Most Powerful Chevy Trucks Ever Made!
Hennessey's New Supercharged Silverado ZR2 Has 700 HP
Verdad Gallardo
Coachbuilt N2A Anteros Is an LS2-Powered C6 Corvette In Italian Clothes
Verdad Gallardo
Awesome K5 Blazer Restomod Comes With C7 Corvette Power
Verdad Gallardo
10 Camaros You Should Never Buy
10 LS Engine Myths That Refuse to Die
Verdad Gallardo
Joined: Nov 2003
Posts: 6,216
Likes: 236
From: Wichita KS / Rancho San Diego
Circle D and Yank have stellar reputations on here. FTI and Revmax have their partisans, too. Whatever brand you choose, I highly recommend you opt for one with a billet front cover if it is 10" or less. This is for the increased clutch area (and often better clutch material). Using a small converter with a stock stamped cover and clutch is an invitation to clutch failure that has the added effect of taking out your entire tranny.
Interesting on the 5C.
And Tom, you have the 4B? Or 4C?
Keeping revs under 2500 and accelerating briskly is what you want for a street car. So the 4C is a good possibility as well vs the 3B.
I still need to get 3.73s in mine. I accelerate with traffic at 3000. Sort of. I'd love to get that down to 2500.
And Tom, you have the 4B? Or 4C?
Keeping revs under 2500 and accelerating briskly is what you want for a street car. So the 4C is a good possibility as well vs the 3B.
I still need to get 3.73s in mine. I accelerate with traffic at 3000. Sort of. I'd love to get that down to 2500.