Ford F-250 1991 7,3idi, E4OD 4X4 I have been asking this earlier, but I don`t give up that easy! (-:
I want to replace my converter. The one I have now have a much too high stallspeed. I want much more power to me wheels at low rpms.

The questions are:
What brand should I go for?
What should I expect to pay for good reliable converter?
What are you guys having? And are you happy with it?
I think I have been reading somewhere in this forum, that a good converter is one of the best mods you can do. Opinions?

 

Its not so much that the converter is the best mod, its the fact that the OEM E4OD converters are so CRAPPY.

I got my TC from a shop in victoria B.C. (VITC), and I am happy with it.

You want to ask for a list of avalable internal upgrades, becuase there are many to consider.

Number of clutches? (stock is 1, aftermarkets are as many as 4) Mine has 3 clutches, and with mild line pressure, the lockup feels like a 5th gear, nice and crisp.

New front cover? (stamped, billet or even forged) Mine is billet, stamped (OEM) is not recomended for modified engines, such as turbocharged.

method of assembly of turbine/impeller blades. THIS IS THE IMPORTANT ONE.

OEM TCs are not held together very well internally, and instead if wielding or brazing the blades together, they are only crimped (!!!!!!) and can work loose, flex, and/or fatigue, untill they..............explode. The most the driver ever notices is a loss of drive, but by then, the whole tranny has shrapnel pumped through it and may not even be salvagable. Mine are furnace brazed, heard of spot wielded, but anything is better than stock.

The lockup clutch piston is located inside the TC, and it is prone to cracking, which bleads fluid pressure which leads to lockup slipping (and code 62), also, if you ever raise the line pressure with a shift kit or line pressure controller, this can cause a prepature failure of the piston, and the whole TC will have to be replaced. Aftermarkets usually have a better piston that can stand up to aftermarket calibrations (higher pressures).

Stall speed can be custom ordered, and usually 1600-1800 is the lowest you can expect in real world conditions, some claim 1400, but I don't believe it.

I paid about $750 for mine, but I have seen them anywhere from $300 to $1400. Be carefull when you read claims like "superduty" torque converters, it has a nice buzz to it, but you have to find out about the internal upgrades, not all of them have the bare minimum. And if the guy on the phone doesn't have an easy answer, keep looking.....

 

I am the owner of ACC Performance
I will agree with David85 to almost everything.
There are things you can do to lower the stall.
We add bigger bearings and weld the tops (thier fins in place)
The clutches are the only thing that I disagree(only slightly) with David85.
The Single clutch if the correct matirial is applied, will hold up with a modified turbo.
We are not just a converter company, we also custom build torque converters to match the customers applications.
If you want to call to find out all that we do - please do so.
Thank you
Nelson
888-267-7464

 

Thanks for quick and useful information!

Since I am a Norwegian it`s always a little tricky with the language when using the telephone. But you could pm me your business e-mail, and if you got; your web-address.

 

nelson@accperformance.com
www.accperformance.com

 

Hey Nelson, welcome to the IDI diesel forum!

E4OD tech talk comes up often around here, as many of the older E4s are reaching the rebuild age, glad to have an expert on hand (we need all the help we can get).

You got me thinking now, is a line presure uncrease needed for this type of lockup? I figured having more clutch apply area is always a good idea, since you can get more holding force with the same line pressure. I added a third overdrive clutch friction when I built my E4OD, and I liked the results.

 

Yes! the little extra fluid will help in your case.
Most other manufacturers use "red" type clutch matirial. This is a heavy duty type matirial. However, this dose not grip as well as ours. We use the woven carbon for the extra bite and in some cases we will use a blend of kevlar that will beat all. Also by having less clutches - there is less weight. therefore the engine will not have to work as hard to turn the converter.
You, also should always use a better cooler than factory
if not, at the very least, you should make sure that you have flushed the current cooler out as much as possible! The worst thing in the world for any metal is heat.

 

lentech has good torque converters as well

 

NelsonACCBossHog,
Welcome to FTE and the IDI forum.

We sure do have our fair share of E4OD questions here.

Stop by often.