arengant wrote:
Warp, I've seen you mention suncoast has more mass so it dampens more, but does a bigger TC have any pros or cons at low speed?
Any rotating increase of mass (bulk weight) will smooth out torsional vibrations
in the engine and drive line. The farther the mass is from the center line of the crank, the more you get for the amount of weight. Since the torque converter is the largest diameter, you get the most benefit for the amount of weight you add.
Translated into simple English, a converter like a Suncoast with a billet front cover and larger guts makes more sense. In theory, you will get a little more inertia to help you crawl over the initial approach of a rock with a heavier converter than with a lighter converter. The only thing you will gain with a lighter converter is watching the tachometer needle go up under no load with the trans in park or neutral.
Professor Halliburton will argue that using depleted uranium balancer weights is better than a billet front cover and sight the hear say opinions of his army of PEs, let me laugh in advance
Having installed the Suncoast/Transgo before putting in the InMotion Stage II tune, I can testify that the CRD shifts and runs better after the tune. The shifting improvement is due to our Smart TCM that learns the correct line pressures and shifting firmness needed.
When it comes to better TCM tunes, the best is what the Dodge Cummins is geting with the hotter TCM tunes. Due to the CRD being the Love Child of Chrysler instead of the full blooded Child like the Ram, we can only hope for some of what the Spoiled kid of the Family gets. We can only hope the TCM tuners adopt some of the tricks being learned by the Dodge Cummins Performance TCM tunes will come our way. With out mentioning any vendor names, lets hope Dave & Kieth read the Tea Leaves and throw us a bone.
