racerx520

iTrader: (1)

What is the stock t.c. stall? I only ask cuz I realized now (1 year later after my engine swap) I'm at an idle of 800 rpm, but have the stock converter. The car tries to take off in traffic when I am stopped at like a red light and I think it has a lot to do with my bogging down and wanting to stall problems when just starting up the car

Night rider327

iTrader: (13)

I can't remember the stock stall speed but it's pretty low. All of the 700r4 converters had a tag/sticker on the engine side of converter. You can remove the inspection cover (if it's still on the car) and rotate engine flexplate untill you see the sticker and get the code off it and tell for sure what it is.

Here is some info I saved from some site years back. All the stock 700r4 converter codes and stall speeds

"Torque Converter

Note
700R4 converter's come in both a 10'' and 12'' diameter. 10'' is found behind 4 cyl. and V6 while the 12'' is in everything else. There are 8 different 10'' converters and 7 different 12'' converters. The differences in both the 10'' & 12'' are converter stall speed and dampener spring rate. The 12'' comes in a 27 or 30 input spline and a 3 or 6 mounting pad design. GM uses a sticker code (decal) or a ink # stamped on the flywheel side of the converter to ID the different stall speeds and spring rates.
Also
700R4's used behind 6.2L Diesel engines MUST use a converter with a poppet release valve. The poppet valve releases the Lock Up clutch on deceleration (coast) to prevent a chugging feeling. Never install a poppet valve converter behind a gas motor or you'll have a neutral on 3-4 upshift, 3-4 shuttle or in and out of Lock Up.

12'' Converter
Type 1
I.D. Code - G / 6.2L Diesel
Stall Speed - 1425 RPM
Mounting type - 6 pads
Description - 12'' diameter, 27 splines, 1.703'' pilot with converter clutch.
Type 2
I.D. Code - B / All 5.7L HO Engines
Stall Speed - 2025 RPM
Mounting type - 3 pads
Description - 12'' diameter, 30 splines, 1.703'' pilot with converter clutch.
Type 3
I.D. Code - E / 4.3L & 5.0L V8
Stall Speed - 1639 RPM
Mounting type - 3 pads
Description - 12'' diameter, 30 splines, 1.703'' pilot with converter clutch.
Type 4
I.D. Code - F / 5.0L
Stall Speed - 1568 RPM
Mounting type - 3 pads
Description - 12'' diameter, 30 splines, 1.703'' pilot with converter clutch.
Type 5
I.D. Code - G / 5.0L & 5.7L
Stall Speed - 1428 RPM
Mounting type - 3 pads
Description - 12'' diameter, 30 splines, 1.703'' pilot with converter clutch.
Type 6
I.D. Code - K
Stall Speed - 1211 RPM
Mounting type - 3 pads
Description - 12'' diameter, 30 splines, 1.703'' pilot with converter clutch.
Type 7
I.D. Code - G
Stall Speed - 1428 RPM
Mounting type - 6 pads
Description - 12'' diameter, 30 splines, 1.703'' pilot with converter clutch.

10'' Converter
Type 1
I.D. Code - HA1
Stall Speed - 2795 RPM
Mounting type - 3 square pads
Description - 10'' diameter with 1.748'' pilot with converter clutch.
Type 2
I.D. Code - HB1
Stall Speed - 2560 RPM
Mounting type - 3 square pads
Description - 10'' diameter with 1.748'' pilot with converter clutch.
Type 3
I.D. Code - HD2
Stall Speed - 2095 RPM
Mounting type - 3 square pads
Description - 10'' diameter with 1.748'' pilot with converter clutch.
Type 4
I.D. Code - HE9D
Stall Speed - 1865 RPM
Mounting type - 3 square pads
Description - 10'' diameter with 1.748'' pilot with converter clutch.
Type 5
I.D. Code - HJ2, KIJAD
Stall Speed - 2060 RPM
Mounting type - 3 square pads
Description - 10'' diameter with 1.748'' pilot with converter clutch.
Type 6
I.D. Code - HK1
Stall Speed - 2760 RPM
Mounting type - 3 square pads
Description - 10'' diameter with 1.748'' pilot with converter clutch.
Type 7
I.D. Code - HY9D
Stall Speed - 1420 RPM
Mounting type - 3 square pads
Description - 10'' diameter with 1.748'' pilot with converter clutch.
Type 8
I.D. Code - HZ2, HZAD
Stall Speed - 2375 RPM
Mounting type - 3 square pads
Description - 10'' diameter with 1.748'' pilot with converter clutch."



"Torque Converter Upgrade
By Scott Mueller.
Factory high stall converter:
I have a killer recommendation for a factory replacement torque converter for the Impala. GM offers torque converters of several different stall speeds for the 4L60E, 4L60, and 700-R4 transmissions.
The stock Impala converter is rated to stall at ONLY 1397 rpm! (actual stall will be anywhere from 1400 to 1600 depending on engine torque output), while the highest stall converter GM offers is rated to stall at 2025 rpm (actual stall will be around 2000 to 2200 rpm, depending on engine torque output). The higher stall speed also means greater torque multiplication which improves acceleration off the line. This also virtually eliminates the annoying creep while idling in drive as well as the clunk you sometimes get when shifting from park into either drive or reverse.
You can tell which converter you have by a 4-digit alpha code found on a sticker attached to the converter. Here are the codes on three converters I have seen:

DGHG = stock '94+ Impala converter
DBCF = '86 'vette converter
DBLF = '95+ L35 S10 truck converter
The code is interpreted as follows:

1st Digit = Transmission application
D = 1984-1/2 and up 700-R4, 4L60, 4L60E
C = 1984 and earlier 700-R4, 200-4R, 200C, 325-4L
B = 250C, 350C

2nd Digit = K-factor (stall speed)
K = K-85, 1211 rpm
G = K-100, 1397 rpm
F = K-110, 1611 rpm
E = K-115, 1654 rpm
B = K-140, 2025 rpm

3rd Digit = Clutch and Damper assembly
C = ? (stock '86 'vette)
H = ? (stock '94+ Impala)
L = ? (stock '95+ L35 Vortec S10 truck)

4th Digit = Rear cover
C = 3 lug round
D = 3 lug round
E = 6 lug
F = 3 lug square
G = 3 lug square
Now I know why going to the S10 converter felt SOOO good! The stock Impala converter stalls at under 1400 rpm!! Going to the S10 converter increases stall speed by 628 rpm, which feels very good indeed. Aftermarket converters are available in even higher stall speeds, but the factory 2025 rpm converter is an excellent, low cost upgrade that offers a very noticeable effect on performance without being too radical. After having one of these in my car for some time now, I'm not sure I would want anything that stalls any higher.
One area that some of the better (and more expensive) high stall aftermarket converters will excel in is durability in high HP applications. While the stock converter can live behind 300 to 350 HP with few problems, going to 400 HP or more can be pushing it. Actually in my experiences the trans will go before the converter, unfortunately when the trans goes the debris usually takes the converter with it (of course the opposite is also true).
Originally I had been recommending the '85-'86 Corvette torque converter as an Impala upgrade. As you can see from the 2nd digit code this is a K-140 converter, which is the highest stall factory converter available for the 700-R4, 4L60, and 4L60E transmissions. The original part number for the '85-'86 'vette converter was #8650919, which was later changed to #24201203. What I have found is that GM only sells torque converters as what are called remanufactured units, but depending on the converter application you order, you may actually get a new converter instead of a rebuilt unit. Unfortunately since the '85-'86 'vette is an older application, you will almost certainly get a rebuilt converter if you order under that part number. Not only will the converter be used (rebuilt), but since then some of the internal components have been upgraded.
To get the high stall converter in an updated form with the latest design, I recommend instead a similar K-140 high stall converter from a 1995+ 4.3L (RPO L35) S10 Truck V6 application (p/n 24202310). This new converter uses the same basic internal components (stators, etc.) as the 'vette converter, and as such has the same high stall speed rating (2nd digit code "B").
GM ranks converters by what they call a "K-factor", which indicates torque capacity and the resultant stall speed. Mark McPhail of GM Motorsports says both the '95 L35 Truck and the '85 Corvette converter described here have the same K-140 internals, resulting in the same stall speed given the same engine torque output. Since stall speed varies with engine torque, GM gives a rating of 2025 rpm, however it feels to me like this converter stalls at around 2200 rpm in a stock Impala.
I asked him why he would recommend this converter over the 'vette unit, and he gave two reasons. One is that since the L35 Truck converter is listed under a new part number for 1995 and newer applications, you are much more likely to get a brand new one when you order it instead of a remanufactured unit. Indeed everybody I know who has ordered the Corvette converter has received a remanufactured unit (including myself). I subsequently ordered the L35 S10 truck converter and indeed I received a BRAND NEW one!
The second thing is that the L35 truck converter has damping springs added to the TCC (Torque Converter Clutch) assembly. That may explain the code difference in the third digit. This does not affect performance per se, but apparently reduces noise and possible shudder or vibration when the TCC engages. Note that although the 4th digit code is different in the S10 and 'vette converters from the stock Impala converter (code "F" vs. "G"), the lug shape and mounting pattern is identical, I know because I installed them myself.
Finally, this new converter costs exactly the same as the 'vette converter. Both list for about $209.66, and sell for $157.25 trade price. I will say again that for just over $150 this has to be one of the best bang for the buck performance upgrades you can make for your Impala. The stall speed is 628 rpm higher than stock but is not in anyway too high for even a completely stock Impala. Remember this is a factory 298mm (11.73") torque converter with a TCC (Torque Converter Clutch) and is a direct replacement for the factory unit. Note there is an additional $35 core charge which you will get back when you return your stock converter to the dealer."

cosmick

This is how it should be. It's an efficient converter. Having driven one loose enough to not do this, I can tell you a loose converter is far more annoying and irritating 99% of the time.
If you have a 1200-1400 stall, you might try a 2200, I had a good one of those, from BTO, but a B&M 2400 was way too loose. I've also driven a B&M 2000, I liked that.
If you have a 30-spline input, then the converter from a '96-up L35 S-Blazer is an affordable option, with a 2075 stall. Remans, such as Dacco, from Rock Auto, are far less cost than the same thing from Summit or Jegs, boxed as Summit or TCI.

racerx520

iTrader: (1)

wow that was a ton of good info. i appreciate the help. i didnt know there were so many options for the 700r4. i'll have to find out more info, but all those stall speeds seemed pretty high.

with the info above saying that no converter stalls below 1000 rpm, and the car idles at 800, why does it try to make the car die out? i step on the brakes and the car keeps lunging forward like it engages and disengages. i didnt have this problem with the 305 and the 500 rpm idle.

cosmick

If it really is stalling around 1000 then your engine isn't making any off-idle torque, and your other comments also suggest underhood problems. Possibly wiring issues, possibly vacuum leaks, probably a combination. Probably the power brake booster is faulty.

racerx520

iTrader: (1)

the wiring and vacuum are both ok, i just built the motor last year and put it in. i have a crane 2032 cam which required me to bump up the idle to keep it from dying. i never had any problems before the motor which has me curious as to why it is doing this. i am curious about what you said about the brake booster, since i can brake and then keep pushing my foot to the floor.

racerx520

iTrader: (1)

i was just thinking, when i did the motor swap, i lost a whole bunch of atf when a hose to the cooler fell on the ground overnight. i filled it back up, but i havent checked it in a while but if it was a little low, would that cause it to do the whole bucking while braked thing?