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question on torque converters


slowquest
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high stall or low stall converter in stock car  

5 members have voted

  1. 1. Which would you go with in this case?



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Transtar1.com shows the StarQuest converter as the low stall version (actually listed as conquest and starion under the Nissan heading..lol) but also shows a high stall converter for the Nissan pickup trucks. Only difference I can find is that the flexplate to converter lugs are 1/8 inch longer, which would set the converter back into the pump an 1/8 more. Does anyone see this as an issue? Also, what are the concerns with running a higher stall with a stock, turbo car. I'm not looking into making this a racecar, it's my DD, but does shift hard enough now to chirp 2nd. It does however have an issue with VERY sluggish takeoff from low gear, which I believe is the one way clutch in the converter. I plan on rebuilding one of my spares and throwing a new converter in with it. Just noticed the high stall option and was wondering what the concensus would be on it.
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all convertors have a % of slippage , the low stall that came in the auto was for good mpg , my personal opinion is it's it's a bit too low , a higher stall convertor would for sure make a huge diff in how the car gets off the line and lessen the stress on the convertor , Force 10 is the only place I have heard of having a high stall convertor for our trans but I may be wrong , flex plates come in two styles for our cars depending on yr of car and trans , the frt pumps are also diff , so you can not mix and match diff convertors with out changing the frt pumps

the only member I can recall off hand that has used a high stall is Zac

 

I have ran and auto trans set up with 3:90's and a 20g , and the launch could still use a little more help like a higher stall convertor ,, the 3:90's made no noticeable diff in mpg with normal driving

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Thanks Shelby, that's the kind of feedback I was looking for. Transtar1.com lists converters for the L4N71B under Nissan. The listing shows starion and conquest under the DA8 listing which is a low stall 18 spline with .5 bolt lugs, and conquest under the DA14 which is 20 spline but doesn't list the lug spec. They also show a DA8A which is a high stall and listed under a pickup and 200sx as an 18 spline, but with .625 bolt lugs. I'm thinking it'd be worth a shot on the DA8A being workable with only an 1/8 difference in mounting. I just gotta find time to dig out one of my stock converters to count splines to make sure the 88/89's were 18 spline. Edited by slowquest
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I once bought a auto trans from a guy that claimed you could use a "better" truck converter, but he could not tell me what year and model truck. The mistu trucks used a asin warner trans though so that seemed unlikely to me at the time.................................I also once had a elcamino with a stock 350 and a higher stall converter. I used it to tow my boat, and it did seem to help get the load moving..................... When my car was stock and automatic, I liked it a lot better after the lock up converter stopped locking up. :D . I towed with my quest back then and always wished I could lock the converted in 3rd.
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heres a couple pic links that may help

 

http://starquest.i-x.net/album_pic.php?pic_id=124

 

http://starquest.i-x.net/album_pic.php?pic_id=123

 

http://starquest.i-x.net/album_pic.php?pic_id=68

 

the last is a picture of an 88 flex plate , I have no older flex plate to compare the diffs to ,

I beleave I did at one tme but can't locate it now

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Both the cases where the L4N71b was used with a turbo (starquest and 300zx) it came with the "high" stall version. I don't know if the "high" stall was ever used with any NA cars/trucks or not. It might have been that all the cars came with the highs and all the trucks got the lows. I've heard people complain about how a sq drives/shifts with the "low" stall version, but I don't have any experience with it myself.

 

The DA8 vs DA14 are pre '87 and post '87... but I forget which is which. One of those is the early convertor which has a smaller diameter and thicker and the other is the later convertor which is larger in diameter and thinner. You have to use the one that matches your trans year because the input shaft is different!

 

 

mm

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Hmm, things just got a bit more confusing. The DA8 is listed as a "low" stall, which is what is listed for the starquest, while the DA8A is listed as a "high" stall for the 200sx and the trucks. The DA14 is listed as a "low"stall for the starquest. Both the DA8 and DA8A are 10 inch converters, while the DA14 is an 11 inch. Shelby's post leads me to believe that the DA8 is for the early cars (87 and older) while the DA14 is for the 88/89's. This makes me a bit sad because no "high" stall converter is listed for the larger 11 inch converter. There is also another monkey wrench to throw in the works, it's the DA8B, which is a 10 inch converter, with 20 splines, and listed as a "high" stall converter for the mazda mpv and 929.
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some thing you might look into ,around here some local shops are set up to cut open and repair convertors , some also modify the turbines to increase the stall rpms

may be worth your time and deff be cheaper then places like force 10

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