Correct I got mine from PDL. I heard nothing bad about dieselperformance, Iwas going with them till my freind called and said he wanted to try something. Turbo if you go with stock stall you are still sliping all your power away, creating heat and wasting fuel. The stock stall if the first problem with these trucks auto trans. I would never put a stock stall in any car I change the converter

 

For towing you want a stall that will deliver the power to the ground while the engine is in its power band, no different than shifting down for a hill. Plus it's not all about the stall; I dont have a complete comprehension but converters have different torque multiplying just the same as different stalls. Lower stall; less multiplication, and torque is what makes our engines work horses.


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Turbo, you compared using the tc switch to shifting a manuel without using the clutch. Would you mind clearing that up a bit for me if you would? I dont use my clutch while going through the gears but I am also not whoopin on it while doing so or slamming the throttle as I shift without the clutch. Driving easy, can this hurt somthing?

 

yes it will hurt things because these trannys arnt syncronized like many big rigs are. doing this over and over again will eventiall make it hard to get into gears and very possible grinding. with a TC lock-up swith things become mechanically linked and the TC is taken completely out of the question so the power generated from the engine is directly transfered to the nex part. the input shaft which is known to break. it is a VERY harsh experience for an automatic transmission everytime it is allowed to shift in lockup and it will break things. the lockup swith should only be used for engine braking purposes.

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and manny the stock stall isnt the problem in these converters its the friction material for the lockup and the very low line pressure from the factory. lower stalls make you bang into gear from par and like stated above are great for towing because our engines create so much torgue, but a low stall on a little 4 banger would stall it out. my converter is so tight if its below 30 and i dont allow for propper warm up i stall her bigger than **** and dig two 15.5 wide holes in my driveway gravel. tight converters can be a pain. there is nothing wrong with a stock stall speed. more stall = more slippage and heat before lock-up and oppisite for a low stall but can rob power if there isnt any there to be had.

 

Um... big rigs aren't synchronized at all. Maybe I'm misunderstanding you, but it sounds like you're saying they're more synchronized than pickup trannys are.

 

Shifting an auto w/locked converter is nothing like shifting a stock manual trans in any truck, big or small, without the clutch. It is however very similar to how a typical power shift transmission works in a variety of agricultural an industrial equipment. An auto that is built strong enough for the power of the engine it is attached to suffers no damage from shifting locked.

 

I think he's got the concept, just facts are a little skewed. Hes correct why the input shaft breaks, an auto is probably better synchronized than an automotive application manual as its just bands and clutches engaging; disengaging. Everything is spinning, no teeth have to mesh. With a synchronized manual, the engine can be tached out and you can drop it into a lower gear with the clutch pressed, a eaton non-synchronized transmission, tached out in 4th then try to drop it in 2nd will rack teeth like crazy with the clutch pressed until input shaft speed matches everything else spinning.


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i was try to explain autos and manuals in the same post. sorry for the confusion.

 

Let me explain, my tranny does not bang gears. My opinion of low stall is to match the toque the cummins puts out. I would never put a low stall behind 4 clinder (never owned one). When I said I never put stock stall on any car I change converter, I meant looser or tighter depending on apilcation. Gas engine when producing more power usally require a looser one because power band was moved to a higher R.P.M. A Cummins produces alot of toque in the 1300 to 1800 R.P.M the stock stall is around 2200 way past the peak toque of engine.

 

stock stall to the best of my knowledge is around 1600 but regardless i totally agree with your statement. and a low stall wont bang gears once its moving and depending on the valvebody not upon initial shift from part to D or R.