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Discussion Starter #1 (Edited by Moderator)
Ok this is all on the SC site, but I went thru it and grouped it all together to help people in need when shopping for a converter from SC. Hope it helps someone.


The Sun Coast diesel torque converters, designed and manufactured by Sun Coast, are engineered to improve the efficiency of your vehicle from off idle to maximum RPM. Sun Coast converters are designed to maximize the efficiency of a vehicles engine and torque converter combination to improve the acceleration and pulling power of your diesel truck. With the engine performance enhancements available for diesel engines, a more efficient and durable torque converter is required to optimize the vehicles performance.

Sun Coast torque converters include the latest in converter technology and are suitable for highly modified diesel engines. If your truck is used for towing (5th wheel travel trailer, horse or livestock trailer, boat or equipment trailer) the Sun Coast converter will vastly improve the performance and reliability of your truck. The Sun Coast converter features our multiple 3-disc clutch along with our billet steel cover to provide 3 times the torque capacity of the factory converter. Sun Coast does not use "one size fits all". Utilizing our billet "radial pull" stators, Sun Coast offers a converter specifically designed for your application. If you are looking for a combination of long service life, dependability, and performance, Sun Coast converters delivers.

Features:
Furnace Brazed Impeller
Torrington Needle Bearings
Precision Steel Pump Drive
Custom Stator
Multiple Disc Lock-Up Clutch
Billet Steel Cover



The Converters:
1054
Approx. brake stall is 1900 RPM

This converter is great for everyday driving with stock to medium size turbos and big HP tunes. It will brake stall at 1900 RPM, but still couples at cruising speeds. Shifts at 2000-2500 and you will see about a 500 RPM drop. This converter has no limits.


1055
Approx. brake stall is 2600 RPM

Our 1055-3D converter will let huge turbos spool and light. It allows great turbo spool-up and will couple well as a result of utilizing larger windows that offer the more efficient fluid flow . Our #55 IS NOT intended for towing, but if you insist you can, It has no limits. This was designed for drag/sled pulling trucks with XLarge turbos that need to spool.


1056
Approx. brake stall 2000 RPM

This is our journeyman converter that incorporates an OEM style stator and custom modified impeller to allow low end torque multiplication (" gets the load moving") and high end efficiency ("puts the power to the road"). Combined with the Sun Coast triple clutch and billet cover it is a great converter for daily driving, towing and or racing. This converter spools good with stock to medium size turbos.


1057
Approx. brake stall 1800 RPM

Our 1057-3D converter established a benchmark for performance torque converters. Often referred to as the “McRat” it has set numerous records at the strip since its’ inception in 2005. Our #57 series incorporates a modified OEM stator and is coupled with the "Velocity Series" impeller. It allows good turbo spool-up with stock size turbos running mild tunes and also offers more efficient fluid coupling than our #56 converter. If you’re running the larger turbos and the wild tunes and need to spool see our #55, #58 or #59 series converters.


1058
Approx. brake stall 2300 RPM

This converter is great for everyday driving with stock to medium size turbos and big HP tunes. It will brake stall at 2300 RPM, but still couples at cruising speeds. Shifts at 2000-2500 and you will see about a 500 RPM drop. This converter has no limits.




Notes:
New for 2008 are our custom designed billet stator series #54, #55, #58 and #59.

Larger turbos may need our #55 or #58 converters.

With the addition of the 1055, 1058 and 1059 to our Allison torque converter line we can accommodate any request in regard to stall, torque multiplication, efficiency, or other custom application. The stall test and RPM drops were tested with Stage V transmission, stock turbo with a 350HP tune, stock size tires in our 3500 dually. The example stalls and RPM drops are strictly to help you decide which may be best for your truck. Big tires without gear swaps will raise your brake stall test numbers.

Again, this is directly from there site. I am no way affiliated with SC. I run there product and have had good luck with it. I am posting this for information to the forum for quick reference.
 

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Hey I did this same thing but didn't post it, good info. Now how about a explanation on brake stall for some of us tards and how it relates to power and trbo setups and building boost??? God I'm a idiot atleast I'm admiting it...
 

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Hey I did this same thing but didn't post it, good info. Now how about a explanation on brake stall for some of us tards and how it relates to power and trbo setups and building boost??? God I'm a idiot atleast I'm admiting it...
Brake Stall or Stall Speed as it is referred to is the rpm at which the TC will engage. So with the 58 its stall speed is 2300 which is better for twins and larger turbos to spool up more before the TC engages moving the truck forward. Drag cars will have stall speeds of 4-5k rpm so you can rev the motor and get it further in the power band before the trans/TC will launch the car off the line. Hope that helps.
 

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Picking your stall is very important to the setup you have ~turbo, tuning and elevation-~are some BIG factors you need to consider.

A looser TC will help turbo spool at high elevation where the air is thin.

A tighter TC can be ran at lower elevation where the air is thck since you will more air to spool your turbo.

:D
 

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Could some one please explain what exactly is "stall speed"? I have always been confused. I'm stupid but does it mean that the truck under normal driving would not move until 2300 rpm for example. Creating a tire burning start every time. I'm sorry if this has been covered before but I have not found it using the search button.
 

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Remember, those stall speeds posted are with stock tuning. Also the converters all react differently in different applications. At 700HP my street truck and a 1057 will stall well over 3000rpms.

Make sure to talk to someone that knows how these converters work in your own application.
 

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Could some one please explain what exactly is "stall speed"? I have always been confused. I'm stupid but does it mean that the truck under normal driving would not move until 2300 rpm for example. Creating a tire burning start every time. I'm sorry if this has been covered before but I have not found it using the search button.
With a diesel converter, they all will couple and move the truck at any thing off idle. These stall speeds are loosely definded by mashing the brakes and flooring the throttle and where the engine will hit a wall in rpms. HP has a huge effect on stall speeds though.
 

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So what is the brake stall of our stock TC so we have something to compare to?
 

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^^^^^^BUMP on the last post? will the stock tranny be ok with lets say the 1056, and preditor on say 85hp or even the 120hp tune?
No on just the converter. You should be able to get away with the 85 tune, but above that and your tranny might not hold up long. To pull the trans just to do a converter would be a waste of time and money so might aswell as put a small kit in while you are there.
 

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thanks for the info, was just wondering. I will prob just get the stage 3 suncoast kit and call it a day. Not wanting to much power but at same time will be upgrading to the ppe hot +2 or efi live. Can get the the ppe from buddy for about 425. Just want to make sure that with the truck tuned and i step on the gas that the trans dont go to sh!t
 

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The 6 speeds can get away with a converter and a transgo Jr. to about 425-450HP, but not the 5 speeds. With a 8 year old tranny, you'll want clutches anyway. SC stage 3 is a good fit for you.
 

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Idaho Rob,
What's the highest HP I could tow with a sun coast converter and tran go jr?

My tranny is shuttering around 1500 rpms. I baby the truck and I'm trying to figure which is my best coarse of action. I don't race just use as a daily driver and tow 16,000# camper. I want rid of the shuttering but, really don't know where to turn for help. The dealership is an option I would prefer to not take. The shuttering happens whether it is stock no dpf all the way to 90 hp. The shuttering is just less at the lower hp tunes. I have reset the Allison numerous times with S2. Any help or suggestions would be greatly appreciated!
 

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Idaho Rob,
What's the highest HP I could tow with a sun coast converter and tran go jr?

My tranny is shuttering around 1500 rpms. I baby the truck and I'm trying to figure which is my best coarse of action. I don't race just use as a daily driver and tow 16,000# camper. I want rid of the shuttering but, really don't know where to turn for help. The dealership is an option I would prefer to not take. The shuttering happens whether it is stock no dpf all the way to 90 hp. The shuttering is just less at the lower hp tunes. I have reset the Allison numerous times with S2. Any help or suggestions would be greatly appreciated!
Shuttering is usually the converter not being happy. With a converter and a transgo Jr. you'll be more limited on egt's then with HP over powering the tranny.
thanks for your input idahorob, saw that your a dealer for SC, what kinda price am i looking at for the stage 3?
Price is listed on my website Adrenaline Truck Performance
 
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