Whats the limit of the TIP?
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Modified would be a better descriptive than upgraded. In an application such as this when the factory converter is utilized, there is only one goal - a higher stall speed. To achieve the higher stall speed only two things can be modified - the fins can be bent and/or the stators modified.
What does this do? It increases the stall speed of the converter. It does not make it sturdier or better able to handle increased power.
So what is stall speed? Stall speed in laymen’s terms is the rpm you can achieve while power braking the car. So instead of being able to power brake launch your car at 2k, you can now do it at 3k.
How is this possible? The modified stators/fins allow the converter discs to slip under torque allowing the rpms to rise. Not much unlike slipping your manual clutch.
Pros? By being able to launch your car at a higher rpm you can put the engine higher into the power band and with turbos you can launch under much more boost. Turbo lag will be much lower if nonexistent.
Cons?
1) Heat
Under torque, the converter will slip considerably more than with the stock stall speed. Under torque is not just power braking, but anytime you're at WOT such as a high speed pass. With slip comes heat - a LOT of heat. If you’re not running a large external tranny cooler, you will overheat the clutch bands in your stock tranny. At cruise, your ECU will lock the converter discs together to eliminate slip. Once you start to accelerate or create load such as going up a hill, it will unlock.
2) Less top range power
With slippage, you will be putting down less power. A stock stall convertered car with the same setup will pull on you at highway speeds.
The only reason for a higher stalled converter is dead stop racing. Not something I'd want on a car that did roll racing - especially prolonged and back to back where the ATF will start to boil.
John H
Last edited by John H.; May 8, 2009 at 05:08 PM.
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From: Bloomingdale, IL
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Modified would be a better descriptive than upgraded. In an application such as this when the factory converter is utilized, there is only one goal - a higher stall speed. To achieve the higher stall speed only two things can be modified - the fins can be bent and/or the stators modified.
What does this do? It increases the stall speed of the converter. It does not make it sturdier or better able to handle increased power.
So what is stall speed? Stall speed in laymen’s terms is the rpm you can achieve while power braking the car. So instead of being able to power brake launch your car at 2k, you can now do it at 3k.
How is this possible? The modified stators/fins allow the converter discs to slip under torque allowing the rpms to rise. Not much unlike slipping your manual clutch.
Pros? By being able to launch your car at a higher rpm you can put the engine higher into the power band and with turbos you can launch under much more boost. Turbo lag will be much lower if nonexistent.
Cons?
1) Heat
Under torque, the converter will slip considerably more than with the stock stall speed. Under torque is not just power braking, but anytime you're at WOT such as a high speed pass. With slip comes heat - a LOT of heat. If you’re not running a large external tranny cooler, you will overheat the clutch bands in your stock tranny. At cruise, your ECU will lock the converter discs together to eliminate slip. Once you start to accelerate or create load such as going up a hill, it will unlock.
2) Less top range power
With slippage, you will be putting down less power. A stock stall convertered car with the same setup will pull on you at highway speeds.
The only reason for a higher stalled converter is dead stop racing. Not something I'd want on a car that did roll racing - especially prolonged and back to back where the ATF will start to boil.
John H
Do you know of any companies that make stock stall TC? As for the heat, is there any companies making aftermarket transmission coolers to help deal with the excessive heat?
Thanks,
Vince
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From: Ebola City, Liberia
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http://store.summitracing.com/egnsea...rdSearch#rstop
Hookup is relatively the same for all auto cars. You intercept the stock pos "cooler" and add this one inline. If you can't do it yourself, it should cost no more than an hour labor. So with Porsche tax that come to $900/hr? The only issue you'll run into is finding a choice mounting position for it. If you can't find one that gets good air across the cooler mounted vertical, you can always use the fanned one anywhere. Heck, mounted flat right on top of something even. Less than 100%, but loads better than nothing. Don't have more than 2 coolers as it will create a load on the fluid pump. Any fluid capacity to the system you can add is also a good thing for keeping temps down.
John H
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Maybe if it was made of platinum. 
I wouldn't be suprised if it was a rebadged cooler anyway. If they were smart they'd have some Chinese Co remake an existing design at a fraction of the cost, add a custom 996TT fitting, call it their own, profit. Sort of like a couple parts on my car. At least until the Chinese Co starts advertising it on Ebay directly for a lot less. I digress. 
John H
I wouldn't be suprised if it was a rebadged cooler anyway. If they were smart they'd have some Chinese Co remake an existing design at a fraction of the cost, add a custom 996TT fitting, call it their own, profit. Sort of like a couple parts on my car. At least until the Chinese Co starts advertising it on Ebay directly for a lot less. I digress. John H
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Not quite back in business. Should be up and running in 2 weeks.
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From: Singapore
Rep Power: 65
Modified would be a better descriptive than upgraded. In an application such as this when the factory converter is utilized, there is only one goal - a higher stall speed. To achieve the higher stall speed only two things can be modified - the fins can be bent and/or the stators modified.
What does this do? It increases the stall speed of the converter. It does not make it sturdier or better able to handle increased power.
So what is stall speed? Stall speed in laymen’s terms is the rpm you can achieve while power braking the car. So instead of being able to power brake launch your car at 2k, you can now do it at 3k.
How is this possible? The modified stators/fins allow the converter discs to slip under torque allowing the rpms to rise. Not much unlike slipping your manual clutch.
Pros? By being able to launch your car at a higher rpm you can put the engine higher into the power band and with turbos you can launch under much more boost. Turbo lag will be much lower if nonexistent.
Cons?
1) Heat
Under torque, the converter will slip considerably more than with the stock stall speed. Under torque is not just power braking, but anytime you're at WOT such as a high speed pass. With slip comes heat - a LOT of heat. If you’re not running a large external tranny cooler, you will overheat the clutch bands in your stock tranny. At cruise, your ECU will lock the converter discs together to eliminate slip. Once you start to accelerate or create load such as going up a hill, it will unlock.
2) Less top range power
With slippage, you will be putting down less power. A stock stall convertered car with the same setup will pull on you at highway speeds.
The only reason for a higher stalled converter is dead stop racing. Not something I'd want on a car that did roll racing - especially prolonged and back to back where the ATF will start to boil.
John H
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Joined: Sep 2007
Posts: 805
From: Singapore
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This is my external cooler. Cant remember off hand who it was from, will check. Needed full plumbing that I have now had custom made out of hard piping for durability sake.
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Have you had any issues with your trans at all? How much power are you putting down?
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I want that....