Anyone running one of these in their 7r4/4l60E talk to me. How does it take off from a light under light throttle and how does it take off when you floor it ? Already searched isn't a whole lot on the board about this specefic convertor. Thanks,

Bill E.

 

anybody ?

 

I've learned that when it comes to converters, you get what you pay for. Cheap converters don't drive as well and tend to generate more heat that a higher priced unit. I haven't used that particular converter, but I wouldn't expect to much from it. Personally, I prefer Edge.

 

I'm looking for a new TC too and I haven't heard many good things about TCI. I think a B&M is probably gonna be my next move.

 

I bought a TCI unit a long time ago. As the previous post stated, you get what you pay for. Wasn't happy with it. Saw no change in the ET or the drivability.

Bougth an Art Carr TC after that. Yeah, it cost a lot more, but man, what a difference it made in the car. I highly recommend them, I have put it through a lot of abuse and overheating a few times due to other tranny problems, and it is still functioning perfect. What a great product.

Just a thought.

 

The TCI & B&M torque converters are not worth the headaches & money it can cost.

 

K, have read a lot of your stuff here and you seem to know what you are talking about. So could you recommend a TC for the 7r4
that is rated to stall at 2400-2500 yet tight under light throttle
city driving without breaking the bank. Working with a 89 GTA
5.7 at about 380 fwp, 3.27 gears. You think that would be too high a stall for a street driven vehicle, I'll gladly sacrifice SOME stall speed to keep things in the tranny happy and cool ( cooler added) . Most time spent cruising, don't want any slipping. Thank you,
Bill

 

The Edge 9.5" lockup torque converter is what I would recommend here. You can get the stall you want & have it not be slippery. These units do not present heating problems. I and many others have had good success with these units. These units weigh about 15-17 pounds less than the stock TC, and are much easier on the drivetrain. Another added benefit is that they multiply torque at a higher ratio. I have seen 3-6 tenths knocked off, and gains in the mph, in the quarter mile, with these TC's.

 

Thank you, know if these come with a lock up option ?

 

All of the Edge TC's are lockup, unless you order it otherwise.

 

Thx for the tip, spoke with a salesman at Edge. They are claiming the most efficient coolest running convertor on the market. Also claiming the MOST torque multiplication on the market. They are claiming a larger than stock drop in rpm at lockup, I don't understand how but that would be great. Several hundred dollars below the ViG. 1 year warrantee. What's not to like. Thx.
P.S. Also claiming better mpg due to increased efficiency.

 

" They are claiming the most efficient coolest running convertor on the market. Also claiming the MOST torque multiplication on the market." I agree with this, as I know how they are built. "They are claiming a larger than stock drop in rpm at lockup, I don't understand how but that would be great." This really has nothing to do with the torque converter, but the pwm being eliminated in 1995 & later vehicles, when using the Trans-Go Shift kits.

 

What's pwm? I looked them up too b/c I have been wanting the breakaway for my truck....however, they said they recommended a STR is 2.5 at 2600 brake stall but what would be good for a 4100 pound truck.... but I was thinking around 2.2 with the same stall? Explain the difference if you don't mind about how it would effect a 4100 lb truck and which is better? Thanks.

 

Also, would this 9.5 inch converter work for a stock flywheel that a 12" converter has been on?

 

PWM (pulse width modulation) is GM's way of making things smoother at light to medium throttle openings with the torque converter clutch coming on & off & on & off, etc. The Trans-Go Shift kits, eliminate the on & off of the clutch (pwm). The clutch is now on or off, depending load & throttle opening. This eliminates much of the torque converter clutch wear, and lowers the fluid temperature a little. By balancing the rotating parts better, and using better shock absorbing motor & transmission mounts, you would not need the PWM, and its associated problems.

 

GM only used PWM in 95 up ?

 

Yes, PWM is '95 and up. '94 down is non-PWM.

 

So, is a STR of 2.5 good for a 4100 lb truck or would I want a little less?

 

bump