Most efficient verter in the 2600-2800 Variety
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12 Second Club
Joined: Dec 2001
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From: Santa Clarita, CA
Most efficient verter in the 2600-2800 Variety Looking for the most efficient conveter with a true say 2600-2800 stall speed. I currently have an 02 Formula lid-catback car, and will be doing AFR heads and very mild cam (by LS1Tech enthusiast standards), probably the MTI Stealth I, in January. I will continue to run my 275 BFG KDW street tires, so no need for something hard hitting 
. To be honest, what I really want is the highest MPH possible in the quarter with my A4 given whatever my rwhp ends up as, and a bit more shift extension over the stock converter. Again ET is not the major concern, minimizing the loss of hp from a higher stall verter is.
. To be honest, what I really want is the highest MPH possible in the quarter with my A4 given whatever my rwhp ends up as, and a bit more shift extension over the stock converter. Again ET is not the major concern, minimizing the loss of hp from a higher stall verter is. 
Formerly MagRedC5
Joined: Dec 2002
Posts: 235
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From: San Antonio, TX
Originally Posted by JNorris
Without question the Precision Industries Vigilante 2800. I would think that the TCI 3000 would be right there with it as well.
John
John
I have no complaints w/Vig2800 on my C5.
Originally Posted by PREDATOR-Z
A VIG 2800 does not stall at 2800, more like 3200>3400.
So the TCI 3000 would be closer to what you asked for, and tighter.
So the TCI 3000 would be closer to what you asked for, and tighter.
I can tell you that my Vig 2800 stalled around 2800-3000. Setting a stall speed is not exact. It WILL very even between converters with same stall rating. My Vig 3200 and my TCI 4000 are also is within acceptable variances. I did have a Yank 4000 converter that stalled above 4500 RPM which is a little much for a 4000 converter.
Predator-Z – Are you speaking from experience or just passing along hear say? Have you owned a Vig 2800 or TCI 3000?
John
It's hard to get any useful efficiency data from the
vendor web sites. Yank at least posts numbers but
not knowing what RPM, or over what RPM band,
makes those not super useful (even if you had others'
to compare to).
I can tell you I lost no MPG, comparing my 6-month
gas logs before and after, which is all mixed city/hwy,
across my TCI 3000 swap. But that is all not really
near where most efficiency numbers are taken - WOT
and high RPM - either. The "efficiency" about town,
and the "efficiency" you see on the dyno pull, are
kind of different I think.
vendor web sites. Yank at least posts numbers but
not knowing what RPM, or over what RPM band,
makes those not super useful (even if you had others'
to compare to).
I can tell you I lost no MPG, comparing my 6-month
gas logs before and after, which is all mixed city/hwy,
across my TCI 3000 swap. But that is all not really
near where most efficiency numbers are taken - WOT
and high RPM - either. The "efficiency" about town,
and the "efficiency" you see on the dyno pull, are
kind of different I think.
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The TT2800 3.0 STR was one of the best tested by Yank. It was well above the stock converter in efficency. It hits hard; with 3.23 gears I needed Nittos to hold the hit on the street. If you have 2.73 gears, the KDWs will probably be fine.
http://www.converter.cc/2800_thruster_dyno.htm
Jimmy:
The Yank graphs have the rpm range up to 6000 rpm. There was a vig 2800 in the testing and it did well in the efficency department. It's in the "Dyno Shop" on Yank's website.
http://www.converter.cc/2800_thruster_dyno.htm
Jimmy:
The Yank graphs have the rpm range up to 6000 rpm. There was a vig 2800 in the testing and it did well in the efficency department. It's in the "Dyno Shop" on Yank's website.
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Verdad Gallardo But how do you get efficiency off them? I see the 9x%
numbers in the listings, but the charts are all relative to
the stock converter in %, or absolute HP/TQ vs RPM.
I can't see how to get "93% efficient from 4000 to 6000
RPM", or whatever, from the charts, or relate them to
the table number.
I wish they would add some of the SS line, and throw
in the TCI SF, SSF converters there too...
And I wish the other players would put up the kind of
data Yank does.
numbers in the listings, but the charts are all relative to
the stock converter in %, or absolute HP/TQ vs RPM.
I can't see how to get "93% efficient from 4000 to 6000
RPM", or whatever, from the charts, or relate them to
the table number.
I wish they would add some of the SS line, and throw
in the TCI SF, SSF converters there too...
And I wish the other players would put up the kind of
data Yank does.
You're right the efficency on those graphs is relative to stock.
The efficency quotes Yank uses comes from a torque converter dyno. Through his work at GM, Mike can get access to their TC dyno from time to time and uses that in the design process. It also measures the STR and entire performance curve.
The efficency quotes Yank uses comes from a torque converter dyno. Through his work at GM, Mike can get access to their TC dyno from time to time and uses that in the design process. It also measures the STR and entire performance curve.
TECH Senior Member
Joined: Apr 2004
Posts: 6,157
Likes: 1
From: Texas
Originally Posted by jimmyblue
But how do you get efficiency off them? I see the 9x%
numbers in the listings, but the charts are all relative to
the stock converter in %, or absolute HP/TQ vs RPM.
I can't see how to get "93% efficient from 4000 to 6000
RPM", or whatever, from the charts, or relate them to
the table number.
I wish they would add some of the SS line, and throw
in the TCI SF, SSF converters there too...
And I wish the other players would put up the kind of
data Yank does.
numbers in the listings, but the charts are all relative to
the stock converter in %, or absolute HP/TQ vs RPM.
I can't see how to get "93% efficient from 4000 to 6000
RPM", or whatever, from the charts, or relate them to
the table number.
I wish they would add some of the SS line, and throw
in the TCI SF, SSF converters there too...
And I wish the other players would put up the kind of
data Yank does.
You and me both, but I think there might be a reason for them not doing it.
Well, I put out a request for peoples' locked-unlocked dyno
pull pairs and we'll see what kind of data for what converters
shows up. I'll get RPM, HP, TQ values into Excel and I should
be able to make some nice charts of the converters I do get,
efficiency vs RPM by type and rough HP level of the car.
That should be interesting, if I can get enough different
responses out of the Dyno section.
pull pairs and we'll see what kind of data for what converters
shows up. I'll get RPM, HP, TQ values into Excel and I should
be able to make some nice charts of the converters I do get,
efficiency vs RPM by type and rough HP level of the car.
That should be interesting, if I can get enough different
responses out of the Dyno section.
Last edited by jimmyblue; Nov 3, 2004 at 07:32 AM.
TECH Senior Member
Joined: Mar 2004
Posts: 14,620
Likes: 17
From: BFE
Predator-Z – Are you speaking from experience or just passing along hear say? Have you owned a Vig 2800 or TCI 3000?
VIGs are notoriously known to flash higher than advertised stall.
I previously owned a VIG 2800 on my 99 TA and it flashed at 3200. I've riden in a TCI 3000 stalled f-bdy and it flashes at 3000 and was tighter than its VIG competitor.
