TCI vs. Yank 4400 results
03-01-2005, 10:31 PM
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TCI vs. Yank 4400 results Since so many people say that Yank converters are the best as far as efficiency, quality, and performance I thought I would give them a try. 
I had a TCI Super Street Fighter 4400 and compared it to a Yank PT 4400 hoping to pick up mph at the track and hp on the dyno. The results were not what everybody said they would be including Yank. 
As far as track times the Yank did not hit nowhere near as hard as the TCI and it showed in the 60'. TCI = 1.46-1.48 60' and Yank = 1.53-1.54 60's and the mph also went down with the Yank by 2 mph in the 1/8th. Track times were corrected to the same DA with both converters dead hooking on ET Drags.
Finally the dyno results 
Yank PT 4400 = Red
TCI 4400 = Blue
*disclaimer this is my own tested results. Results may vary*
I had a TCI Super Street Fighter 4400 and compared it to a Yank PT 4400 hoping to pick up mph at the track and hp on the dyno. The results were not what everybody said they would be including Yank. As far as track times the Yank did not hit nowhere near as hard as the TCI and it showed in the 60'. TCI = 1.46-1.48 60' and Yank = 1.53-1.54 60's and the mph also went down with the Yank by 2 mph in the 1/8th. Track times were corrected to the same DA with both converters dead hooking on ET Drags. Finally the dyno results Yank PT 4400 = Red
TCI 4400 = Blue
*disclaimer this is my own tested results. Results may vary*
. proves my point that dyno #'s don't mean much. 
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03-03-2005, 06:35 PM
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bains car weighes 3400 with him in it. and yank said that they were the same str. tci says its a 2.8, and the yank was a 2.5. but yank said their tests of a tci was only a 2.2.
every thing is fine with bains car. no retune. and yes it was a 50 minute drive to the track. and i have rode in bains car many times....maybe too many times. ahaha. and the tci would light the street tires up from a 55 punch. the yank would not even do it from a 40 punch. and those were on street tires...not nittos.
every thing is fine with bains car. no retune. and yes it was a 50 minute drive to the track. and i have rode in bains car many times....maybe too many times. ahaha. and the tci would light the street tires up from a 55 punch. the yank would not even do it from a 40 punch. and those were on street tires...not nittos.
03-03-2005, 09:20 PM
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How were you launching your YTP 4400?
I have that in my car and it did pretty well. I am positive I would not have gone as fast with any other converter.
I've cut 1.40's with a Yank 4400 stock internal, naturally aspirated..
I have that in my car and it did pretty well. I am positive I would not have gone as fast with any other converter.
I've cut 1.40's with a Yank 4400 stock internal, naturally aspirated..
03-04-2005, 07:57 AM
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Good info. Just proves money isn't everything.
These converters, no matter who makes them, aren't that complex. There's not much in them. Most guys just use stock factory bits from V6's and strengthen them to handle to TQ of a V8, weld em up and "hey presto".
Now the problem for the more expensive manufacturers is that is works. A 9.5" converter will NEVER be as efficient as a 12" unit - its simple physics. However, for their size, the 9.5" units are quite efficient.
You do not need, nor should expect, to spend $700 for a converter that will achieve the same results as a unit costing half that. The only reason a converter should be more expensive is if the requirements stipulate higher HP than most modified street cars can deal out. You would expect that converter to be of higher standard due to custom fabrication of components.
So if your car is only dishing out 500HP at the crank, you dont need the extra heavy duty components that are designed for 900HP and up. Its horses for courses and explains why in this example they both performed comparably.
These converters, no matter who makes them, aren't that complex. There's not much in them. Most guys just use stock factory bits from V6's and strengthen them to handle to TQ of a V8, weld em up and "hey presto".
Now the problem for the more expensive manufacturers is that is works. A 9.5" converter will NEVER be as efficient as a 12" unit - its simple physics. However, for their size, the 9.5" units are quite efficient.
You do not need, nor should expect, to spend $700 for a converter that will achieve the same results as a unit costing half that. The only reason a converter should be more expensive is if the requirements stipulate higher HP than most modified street cars can deal out. You would expect that converter to be of higher standard due to custom fabrication of components.
So if your car is only dishing out 500HP at the crank, you dont need the extra heavy duty components that are designed for 900HP and up. Its horses for courses and explains why in this example they both performed comparably.
