Revmax TC
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From: Sioux Falls, SD
Revmax TC
Anybody have experience with these? Bout half the price of its purple PI competitor.
4R100 Stage 4 Torque Converter
4R100 Stage 4 Torque Converter
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From: Damon (South East Texas)
The Revmax seems to be a quality torque converter. There isn't enough information about the stall on make an accurate comparison of the two. It looks like the Revmax may have a stock stall rpm, as options are offered. You would definitely benefit from a lower stall in a diesel application. The added low stall option increases the cost of their converter somewhat, but is still less than a PI. Other things to consider. PI requires no core (no additional cost to send it back) and offers a 5 year warranty.
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From: Sioux Falls, SD
So what you are saying is that besides the core (which is worth nothing to me anyways) and the longer warranty, there isnt a difference in quality that would make the revmax a bad option. Also, I understand how stall speed works, (depending on the rpm is when the torque converter engages) but what would be best for daily driver/race. I almost never tow, and when I do its nothing heavy, and I am real easy with her.
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From: Damon (South East Texas)
From its description on the Revmax website, I'd say you'd get you money's worth with this converter. The lower stall helps with city mpgs. If you do alot of highway driving, you'd probably not see much of an inprovement since the TC is in lockup. A looser converter can help with turbo spooling by keeping the rpms up a little higher, but also puts less torque to the ground. I like the fluid coupling at low rpms of my PI and its flash stall helps with spooling when accelerating from low speeds when unlocked. My truck is a little smoky at low rpms when locked, but quickly recovers when unlocked. Trans tuning will make a difference with this too and its shifts need to compliment the torque converter. I can feel a big difference with the tighter coupling and notice that I seem to press the go pedal down less to get moving on down the road.
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From: Sioux Falls, SD
Thanks muekster! I think I will be going with this TC and a low stall speed just due to it is priced right. I will have to compare shipping with this one and PI though because it might cost a bit to ship my core back where as PI i dont have to.
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From: Damon (South East Texas)
If want to look at PI pricing. Look here: 4R100 Precision Industries "Stallion" 3-Clutch Power Stroke Torque Converter :: FORD Stallion Torque Converters :: Pro-Built Automatics Was $45 for the dropshipping from TN to Texas for me.
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From: Sioux Falls, SD
Awesome, thanks! That's not too bad. We will see what comes around for shipping and how much $ i have left after my build. Btw, my builder suggested changing from a stamped steel coast drum to the cast iron style drum. To do so you would also have to change the planetary. He said it would be about $300. Do you think that would be a good upgrade?
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From: Damon (South East Texas)
This is the 4 disc coast clutch, I used. Sun Coast Diesel Transmissions*-*Ford 4R100 4 Disc Coast Clutch Drum | Catalog Products | Sun Coast Diesel Transmissions IIRC, It was $225 when I purchased a few years ago. I have a Chromoly OD planet housing, along with it now, with stock gears.
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From: Damon (South East Texas)
The stamped steel coast drum is modified for more clutches and better trans braking during coast. My trans can hold a load better when coast braking down an incline while towing.
I installed the Chromoly OD planet housing as a companion to my 300M billet input shaft. The input shaft drives the hub of the OD assembly. When my first billet shaft failed, this last summer at RRE, the splines were tweaked on the stock housing as the shaft twisted. It was was replaced as a preventative measure.
I installed the Chromoly OD planet housing as a companion to my 300M billet input shaft. The input shaft drives the hub of the OD assembly. When my first billet shaft failed, this last summer at RRE, the splines were tweaked on the stock housing as the shaft twisted. It was was replaced as a preventative measure.
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From: Sioux Falls, SD
Okay, so I doubt I will ever put 500 HP down, but I am planning on bigger injectors this summer. I was planning on going with that revmax TC, bts valve body, 300m billet input, cryo intermediate, and then alto kolene steels and red eagle frictions for my forward, reverse, coast, direct, and intermediate. From my understanding, depending on what coast drum I use, i have to adjust what steels and frictions i use because they arent compatible between the stamped steel drum and cast drum. Does your coast drum need the steels and frictions for the stamped version or the cast? Thanks again for your time in helping me understand all this. I greatly appreciate it.
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From: Damon (South East Texas)
The modified stamped steel version uses 4 stock thickness frictions and steels with the proper pressure plate and heavier snap ring to size the clearance correctly. No adjustments are necessary for clearance. These are the Alto coast frictions and steels, I used. Alto 026726A (friction) Alto 026727A (kolene steel)
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From: Sioux Falls, SD
Jeez, okay yeah and that is just the same part made out of a stronger metal correct?