With all the Yank vs. TCI talking going on lately I thought I'd chime in with some preliminary results:

With a 9.5" Yank TP4400 in my 2001 Z28 (behind an all bore) I dynod 496rwhp locked 466 rwhp unlocked, a difference of ~30rwhp.

After a few passes I figured out the Yank was too loose and overshooting my power band so I decided to go down to a 4000rpm stall. I've always been very happy with Yank but wanted to try something new. I gave TCI the nod due to lower cost (I can't afford a $1000 converter right now) and quicker turn around (I was in a hurry and TCI is a really big company). The nice thing about a big company is they have these parts in stock and ready to ship with no delay. <img border="0" title="" alt="[Wink]" src="gr_images/icons/wink.gif" />

The TCI converter showed up within days, and I was very impressed with its appearance and quick delivery! While the converter was out I had MMS go though my tranny and fix my 3rd gear shifting woes, I hooked my PS back up, and put a Stealth lid back on the car.

Now I changed a few things on the car at the same time (main thing being the new tranny) but right now with the 10" TCI4000 I dyno 476rwhp locked 456rwhp unlocked. I lost 30rwhp unlocked with the Yank and 20rwhp unlocked with the TCI, looks like the TCI is just as if not more efficient to me.

The TCI produces less midrange "flash" torque, but it’s a much lower stall speed so we expected that (~4000rpm VS. ~4800rpm). With my light weight car I think its going to be perfect. If I need to I'll add another 400rpm stall speed but right now the converter feels like stock (similar to my old Yank Extreme 3400). I might even put 3.23s back in the car. <img border="0" title="" alt="[Wink]" src="gr_images/icons/wink.gif" />

This TCI is a bit heavier being a 10" so I expected to lose some on my locked numbers, but MMS tells me its not uncommon to initially lose 10-15rwhp when going to a fresh heavy duty tranny. Hopefully that will come up as I break it in a bit (it had 0 miles on it). I think I'll be able to hit 490rwhp with this TCI converter when I get it sorted out. I believe TCI also makes a lighter 9.5" converter so I might try that out too (for the price of the yank I can afford to try a few). <img border="0" title="" alt="[Wink]" src="gr_images/icons/wink.gif" />

I'm going to take the car out Thursday or Saturday and see how this new Converter 60's. PS. No lockup clutch problems here.

 

Terry - good info....I will be at Irwindale thurs and Carlsbad on Sat as well...

Joe

 

Good luck. Let us know how it does.

 

Terry- thanks for the information. The TCI 4400 feels awesome behind our completely stock car. I can't imagine how it's going to launch with that much power behind it!!

I wish we had access to a dyno and shop where people have a clue about LS1 cars. <img border="0" title="" alt="[Sad]" src="gr_sad.gif" />

 

That's pretty ballsey to do dyno testing on fresh tranny w/o break-in, especially if you replaced the clutch packs. <img border="0" title="" alt="[Wink]" src="gr_images/icons/wink.gif" />

Let us know it performs. Send that Yank back and have Mike restall it to a YTP 4000. That would flash to ~ 4400 and make for an interesting comparsion.

 

Terry,I thought u were gonna run my old VIG?
Decided to try a TCI instead?

JS

 

JS I've got your Vig here too. I'm going to try the TCI for awhile then I'll give the Vig a shot.

 

Locked to locked (eliminating the converter since they are similar weight) I made 20rwhp less on my last set of pulls. Unlocked to unlocked I lose less power through the TCI than I was losing through the Yank. The locked to locked power loss is due to a number of things but mainly the new tighter tranny. The converter swap itself didn't effect the locked-locked numbers.

 

You now make less locked due to tranny problems? I am confused... If you have tranny problems your new #'s are not accurate at all if you have for example 3-4 clutch slippage.

 

Let me explain it this way, I make 20rwhp less locked now then I did last dyno session. The loss is due to a tighter tranny, less air in the rear tires, ps, a new lid, no PCM learn time, different moon/sun alignment, whatever.

If you factor in that the car now makes 20rwhp less than it did before locked, unlocked I'm 10rwhp ahead of the Yank with the TCI. Get it?

 

I understand your justification but it seems like a stretch.

 

I was wondering the same thing as PSJ, how could a fresh tranny make less power? I know cars gain some power as they break in, but I though most of that occurred in the cylinders with ring seating etc, as opposed to other major mechanical pieces. Did you replace gears or just the normal clutch packs, bands, etc.? 10 HP seems a lot to loose if the planetaries weren't changed.

I'm not sure if the tranny problems effect how the spread bewteen locked and unlocked but there is a question in my mind on that. Did you do a locked/unlocked test on that converter when you had stock cubes? I don't recall you having that that issue on previous dyno results.

You might want to try a T.C.S. Pheonix converter next if you continue your experiments. They're priced in between the TCI and Yank and seem to have good stuff.

 

I don't really know why the car is down on power locked VS. my stock tranny locked, but I don't know that it matters either. If both converters have the same weight and are locked up fully the converter has nothing to do with it. This post is about the converter swap nothing more. <img border="0" title="" alt="[Wink]" src="gr_images/icons/wink.gif" />

I replaced all the soft parts and upgradded a few of the hard parts (don't know exactly what). I'm told its not uncommon to lose 10rwhp with the rebuilt tranny VS stock..Shrug... The big picture here for is the TCI seems just as good as the Yank. Actually a lot better for me because my car would still be down if I was waiting for a Yank. <img border="0" title="" alt="[Wink]" src="gr_images/icons/wink.gif" />

On the plus side I still make more power unlocked than John's superstroker. <img border="0" title="" alt="[Wink]" src="gr_images/icons/wink.gif" />

 

Something to think about - maybe the TCI isn't locking fully? If it's still slipping slightly, you'll show low #'s (maybe 20rwhp?), and the difference from 'locked' to unlocked will thus be less as well. This would explain both differences between your dyno #s, but I'm not sure how viable it is <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />

*shrug*, just a thought.

Dope

 

Dope:

You would probably feel/hear that as chatter. 20 HP loss is a decent result; no reason that TCI couldn't acheive that.

The thing I'm wondering about is the that the Yank lost 30 HP; an unusually high amount for a YTP. I don't think anyone else has reported losing 30 HP with a YTP. Terry's Superstroker may be outside its ideal operating range; similar to the less than stellar ET reported by folks spraying a YTP 4400. A YTP 4000 is typically as large as one goes with a big cube motor. FWIW my locked/unlocked difference was 13 HP.

 

Well I guess we'll see how well it performs at the Thunder Shootout huh Terry?

Tim

 

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">Originally posted by Terry Burger:
<strong>With a 9.5" Yank TP4400 in my 2001 Z28 (behind an all bore) I dynod 496rwhp locked 466 rwhp unlocked, a difference of ~30rwhp.

...but right now with the 10" TCI4000 I dyno 476rwhp locked 456rwhp unlocked. I lost 30rwhp unlocked with the Yank and 20rwhp unlocked with the TCI, looks like the TCI is just as if not more efficient to me.
</strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">Are you saying you make less rwhp now? Am I reading this wrong?

 

Terry don`t you know the lock up clutch in the TCI is made of glue together bussiness cards .. pffft.. that`s where the loss is <img border="0" alt="[jester]" title="" src="graemlins/gr_jest.gif" />

 

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">Originally posted by Ragtop 99:
[QB

The thing I'm wondering about is the that the Yank lost 30 HP; an unusually high amount for a YTP. I don't think anyone else has reported losing 30 HP with a YTP. Terry's Superstroker may be outside its ideal operating range; similar to the less than stellar ET reported by folks spraying a YTP 4400. A YTP 4000 is typically as large as one goes with a big cube motor. FWIW my locked/unlocked difference was 13 HP.[/QB]</font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">When I still had stock internals I had about a 30 rwhp difference between locked and unlocked. I was told by Patrick G that this was because of how high the car was revved was not within the range of efficiency for the convertor. It was a stock motor and we revved it to about 6400 I think. From what I gathered a higher revving motor would reveal the efficiency of the convertor.

But, all this is dyno malarky, which proves very little to me. I back this statement up with the fact that, even though " I was out of the range of the convertor", and saw a near 30 rwhp difference by locking up the convertor, the car went 11.59@116 with a 3350 raceweight and stock internals.

Terry what was the mph difference with your 346 motor on a locked vs an unlocked pass?

 

Mike 125.4 unlocked 127.1 locked. I used to lose around 20rwhp locked/unlocked with the heads cam combo.