Anyone?

Just went to Jegs.com, and these were on the homepage advertising.

Any ideas who makes em?

http://www.jegs.com/cgi-bin/ncommerc...omepage=091404

I ran one for 2 seasons, never found out who made it, but talking with people TCI came up a few times. Either way, with my old set-up it was a great working convertor. I wish it would've been a little looser on the bottom, but very consisent mph every pass. I had the 9" 3500 stall and it flashed to 3600 on the hit. Again not as loose at low rpms, but for a footbrake type car it's ideal since there is no delay.

i was wondering also, there was/is one for sale on another forum for like 150 bucks shipped. the guy said its brand new and just wanted to get rid of it.

its the one for a 700r4 so i assume its 30 spline and not the older 27 spline count, jegs did not say but they did say it was lock up for the 700r4 trannies.

555-60422
9'' Converter, 2800-3000 Stall
355-502ci engines, maximum lift of .600'', 260° duration @ .050'' and 110° centerline limit. Our TH700R4 converters retain the lockup feature which does not require the costly and time consuming internal transmission modifications of non-lockup type converters.

http://www.jegs.com/cgi-bin/ncommerc...omepage=091404

4600 stall, wow, that's nuts. did the thing even move on the street with anything less that 1/2 throttle?

Not flaming you, but many that dont know what a stall actually does or how it operates may think the same thing. I street derive the car whenever possible and it pulls away from the stoplights just as your daily driver does, but when pressed it "flashes" to 4600.

Now the truck on the other hand has a 8" stall that is very loose on the bottom end, typically when you start to give it throttle to drive around the pits to warm it up, this convertor goes to about 1800 before it engages and physically moves the truck. It also builds more heat than the convertor in my car also even though they are the same stall speed, mine is a 9" convertor and has less overall slippage than the 8" in the truck.

We were having troubles with traction in the S-10, so the convertor I'm running now USED to be in the truck, but we ordered a soft hit convertor to take a little away off the line since the pick-up is so weight baised to the front and basically no wieght over the rear axle-1760lbs up front 1140 in the rear to be exact. The soft hit convertor allows more slippage outta the gate so it does'nt hit the tires so hard, but picks it back up in mph at the other end.

Alot of the diggers at the track typically run 5600-6800 stalls for a lil comparison to what us "normal" street driven door cars run