Updated Torque converter program!!

Discussion in 'Tri Shield Performance' started by Jim Weise, Feb 7, 2014.

  1. Jim Weise

    Jim Weise EFI/DIS 482

    As some of you know, my original converter manufacturer went out of business here last summer. Long story short, the Original owner sold out to a partnership group, one of the partners leveraged the others for full control, and then ran it into the ground in 18 months.

    So I either had to quit selling converters, or source a new vendor. I spoke with several outfits, and came across an excellent manufacturer for us here last fall.

    The change has been a positive one, I have been able to consolidate the 3 different levels of durability I used to sell, into one unit, and upgrade all non-lockup 9.5" units to a forged cover. Big deal here, only the most expensive ones in the past got that cover, and we got into it for a very reasonable price increase. Considering the fact, in the previous program, that cover made a $629 STG 2 Converter into a $899 STG 3, you can see the value. What used to cost us $270, now only costs us $110.

    Simple economics here, the new company uses that cover on all their performance stuff, so they buy in big quantity, vs one at a time.

    In addition, our lockup converters get a billet cover, and a super tough 3 disc clutch.

    For $665 for the TH 350/400 converters, I am still very competitive with anyone out there with a similar product, and of course I have the reams of dyno sheets for reference that helps a lot. I have had the opportunity to build and test just about every 455 / 350 Buick engine combo out there, or at least something very close to what you may have. That's a big factor in building the right converter.

    My lifetime warrantee stays the same. I believe in what I sell. And as always you can get 1 free re-stall in the first year of ownership if you change your combo, or change your mind, and future rebuilding work is reasonably priced.

    Lockups are $765 for the 700/200R4, and I am still doing the 12 and 13" VP converters, and I have a full line of stock and mild performance/towing full size converters available.

    I got into doing converters with the VP stuff in 1999, because there was simply nothing on the market I could use back then. A few years later, after paying an outrageous price for a freshen up ($500) on a customer's race converter from one of the 'big names', I had to see what was done for myself. I took that converter down to my vendor and we cut it open and looked at what was done.. and let me tell you, not much. A couple of $10 bearings and a new weld/balance/paint job is what it was.

    I realized then that because of the "mystery" surrounding torque converters, that some companies were charging a lot of money for the box it came in.. not that they don't build good products, they do, but the 200-300% markups are crazy.

    I started an extensive 2 year testing program, with 5 different 350 and 455 cars, along with a 200R4 setup, before I sold my first 9.5" converter. We worked out what I felt was the best converter for different combos, and then further refined it thru customer feedback over the years.

    And they have a sporty new Buick red paint job!



    I look forward to helping you cut thru the mystery and high prices for a performance converter for your Buick for years to come.


    dan zepnick likes this.
  2. ick

    ick ick

    Jim, The "Retail Red" caught my eye right off the bat .... the new program sounds great & is a bargain with the upgrades. I have been very pleased with my 9.5 stage 1 unit that has been in service over 2 years ... never owning a 9.5'' converter before ,I was very impressed with its performance ... I may be the only person to ever send one back for a reflash & to be honest it was spot on to start with! Without traction... I felt it was to aggressive ,looking back after traction mods & drag radials I now realize I was wrong ... I am in process of changing my combo & will be updating to a higher level for use with slicks & more stall to match my power band. Thanks for posting the details on your converters Jim. ick
  3. Jim Weise

    Jim Weise EFI/DIS 482

    Thanks Mark,

    No problem, we can get it taken care of for you.

    Thanks for the support

  4. easyellis

    easyellis Well-Known Member

    Thanks for the update...
  5. Da Torquester.

    Da Torquester. Platinum Level Contributor

    Hey Jim, kinda looks like the one I just bought from you a couple months ago. Thx, John B.
  6. Jim Weise

    Jim Weise EFI/DIS 482

    That's because the picture model was actually yours!

  7. TheSilverBuick

    TheSilverBuick In the Middle of No Where

    Jim, do you do switch pitch converters? A friend of mine runs one behind a BBC with a blower and his current high stall is 3,000 and he'd like to get one that has a high stall of 4,000.
  8. Jim Weise

    Jim Weise EFI/DIS 482

    You can't get that Stall from a 12" converter without destroying it's function in high stall. I can push the stator high angle to 5" and get maybe 3500 out of it, but I would in no way shape or form warrantee such a thing in that application.

    If he needs that much converter, I would suggest that he needs a 9.5" fixed pitch.

    Yes, I still do the VP converters, if you have a core.

  9. Da Torquester.

    Da Torquester. Platinum Level Contributor

    I'll vouch for the 9.5 " converter. It's a great converter. Thanks Jim. :TU:
  10. TheSilverBuick

    TheSilverBuick In the Middle of No Where

    Thanks for the info Jim. He currently has a 3,000rpm high stall and has had it for a decade or two in his '55 Chevy, but has installed the drive train into a Nova II and would like more stall out of it**. Sounds about right that it's at the limit for a switch pitch then. I'll pass the info on. Thanks again.

    **Though he just ran a 10.58 ET on it's second time down the track and he doesn't want to go below 10.00 because the tech requirements, so he probably doesn't need more converter =P
  11. DaWildcat

    DaWildcat Platinum Level Contributor

    I can echo Jim's concerns. I modified my own ST300 VP converter with input from an old Hydramatic guy in Flint back in the '80's, and it's alive and well today stalling close to 3500 rpm in high stall mode, and asking for more means potential problems.

    In the past, some modified VP converters were marketed by Poston Enterprises and Jim Burek with some higher stall speeds, but in regards to the mods it appears they were done at the expense of durability. I still have photos of the inside of such a converter after it hit failure mode, and it isn't pretty.

    In a nutshell, a properly modified VP converter is excellent for a low to mid range build, power-wise, and still serves its purpose. Putting a lot more power in front of any converter (plus traction) means going a different direction if the parts are to hold up.

  12. bigblkbuick

    bigblkbuick Active Member

    Have you ever heard of turbo action converters?

    71 Buick gs stage 1
    .030 over Hyprutectic pistons 9.6.1
    .005 deck clearance
    72cc heads
    230/240@.050 523/535 in.ex. 108 center line 113 lobe sep.
    ta roller rockers
    edlebrock performer
    850 AED 850 Carb.
    10" 3000 stall build tight
    Car runs 12.52 to 12.60's

    Would a 9.5 in converter help or am i wasting money??????
  13. Jim Weise

    Jim Weise EFI/DIS 482

    Sure, I had an 8" from them back in the day..

    What do you run for 60' times?

    rear gear? Slicks, dots?.. hook issues?.. suspension mods?

    If your heads are un-ported, then you might be right in the ballpark there.. That's about a 450 HP combo. Mid 12's in not bad for that. With full port irons and everything right, you could run low 12's to high 11's. But 12.30ish is probably more realistic, if it's a full dress street car.

    In the case of someone who owns a converter already, I always advise to send in what you have.. I most often can modify yours, at substantially less cost than buying a new one from scratch.

    If you need to.. but I need more info on exactly what you have there.

  14. ss4825

    ss4825 Well-Known Member

    Me too, and I can give :TU::TU: for the turbo 400 he built me.

    BADDABUICK Well-Known Member

    hey Jim having some issues not sure if it's torque convertor related but like to to talk some time.Todd
  16. Opa

    Opa Torque/a 8 piston figure

    Hi Jim,

    I have a question, my car has the TSP 9.5 4000stall convertor, and it drives fine on the street and when racing it.
    The car has 4.56:1 gears right now and a full spool.
    I'm gonna switch to a TrueTrac posi and 3.42:1 gears.
    And gonna test the car with this combo and see what she does.

    In your opnion is there any improved torque convertor wise, to make it even more street/highway friendly?
    Last edited: Oct 17, 2021
    Dano likes this.
  17. Jim Weise

    Jim Weise EFI/DIS 482

    the Lower numerical gear will make the converter stall tighter.. So yes, I would tighten that unit up a few steps for your new combo... but we can only go so far.. since you still have that big cam..

    Before we do anything, give it a try and see what you think.. might be ok at part throttle.

  18. Opa

    Opa Torque/a 8 piston figure

    Tnx Jim i will test that combo first and will let you know
  19. Jim Weise

    Jim Weise EFI/DIS 482

    Opps.. that statement should have been "stall higher", not tighter.

    Converter stall speed has two factors... Input power VS resistance to vehicle movement..

    So when you go from a 4.56 to a 3.something gear, you effectively make it harder to move the vehicle for the engine.. this will cause an increase in the converter stall speed.. not huge, but certainly different.. could be 300 rpm.

    Robert, my advice is still the same, I just noticed my typo this morning, and wanted to correct that statement, with some explanation.

  20. LARRY70GS

    LARRY70GS a.k.a. "THE WIZARD" Staff Member

    I can't say enough good things about my 9.5" TSP converter. It feels stock to me during normal residential driving. The car moves with minimal throttle input with no evidence of flare. Step on it though, and the motor goes right to the sweet spot, and traction becomes a big problem. I have 3.73's with a 28" tire, so effective ratio is closer to 3.55. I also have a Gear Vendors Overdrive which lowers the ratio to 2.91 at highway speeds. That is 2.77 effective considering tire height. According to the numbers(336/28 X 2.91 X 60), my engine should turn about 2100 RPM at 60 MPH with NO converter slip. Observed RPM at 60 MPH on flat ground is 2300. 150-200 RPM slip is about right for a non lock up converter. It does flare more on the highway when I go to pass someone, but that is to be expected. Hard to believe that itty bitty converter provides that kind of "have your cake and eat it too"performance, but it does.
    446370 and Opa like this.

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