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#1
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TCI convertors
Hi, Are TCI convertors any good? Also do all big block 727s take the same convertor?
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#2
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It depends. The know how to make a converter, but don't expect to get one buying their cheapo bulk converter. If a converter has desireable features and quality, it will usually cost pretty much. Personally, I would not buy a TCI converter. The good ones cost more than their competitors products, and the bulk models don't work as well as even some less expensive competitors. If you get a good deal on a used custom TCI, then go ahead.
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#3
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There were only two converter sizes used in the 727 (10 3/4" and 11 3/4") and the big block used both depending on the year.
Whether or not TCI is "any good" depends on your intended use, for maximum performance I wouldn't recommend them or any of the other low end units but for a street application they're no better or worse than many others. |
#4
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[QUOTE=John Kunkel]There were only two converter sizes used in the 727 (10 3/4" and 11 3/4") and the big block used both depending on the year.
QUOTE] John, is the spline count the same? The one I'm looking at (8") has 27 splines, its for my 70 Cuda. |
#5
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Are you sure you are not talking about the stator support splines? There shouldn't be a 27 spline 727. The early transmissions had 19 spline input shafts, and the '67 & up had 24 splines. Lock up 727's had 23 spline input shafts.
904 non lock up '68 & up had 27 spline input shafts, so maybe it's a 904 converter? |
#6
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I think your right it must be for a 904. What would you recomend for a convertor? I need a 4500-5000 stall for my 511", Indy 440-1 heads, .704 316/320 roller cam. I think it'll make 675hp, maybe more with the right carb.
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#7
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you should give these guys a call. I have a 3500 SMR convertor and am very satisfied - works great on the street and has less than 3% slippage through the traps. with 675hp you need a well built convertor.
http://smrtrans.tripod.com/smrtransm...tro/index.html Pat Storey owns the business. They are in Bradford Ont. near Toronto. The other choice would be Dynamic. |
#8
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I've got a TCI 4000 stall that has about 8% slip at the trap (really builds the heat too)... My Edge is about 3% but my good friend has had to many issues with his to recommend them to anyone..
My next converter is going to come from PTC... I have seen these in several cars up here and every one has nothing but good to say about them.. they will build to any configuration and performance range you want... OR go to Dynamic.. another good call.. |
#9
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Converter Choices
I have used ArtCarr, Dayco, Hughes, MP, as well as stock and a few unknowns and have had no problems with any of them, but I currently run PTC in both cars. My best 60' and 1320' mph and ets have been with the PTC.
Actually, PTC put together a Powerglide converter for my brother's car that is performing better than the previous and more expensive converter built for the same car/engine. Most of the local Chevy performance guys have TCI converters and seem to like them. Choices, choices, choices... |
#10
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Too many, a clutchflite looks more and more interesting.
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#11
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Until you examine it further. How would a three speed manual sound? That's about what you get with a cluthflite. Except, that it will eat more enginepower, and you'll be able to shift without the clutch. A torque converter gives you its torque multiplication feature, that's why you get about the same performance out of a race automatic car than you would get with a manual, despite of less gears and greater power robbing. A clutchflite is a cool thought, but it was only a solution to getting the rpm up at the launch before high stall converters existed. After the converter technology was able to handle that thing, the clutch automatics were pretty much beried.
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