Extreme Performance Torque Converters (Available)
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I’m starting to realize this is going to permanently change how I think about converters. And honestly, I’m a little beside myself that I didn’t fully grasp their importance sooner. Part of that is on me, but part of it is also because a unit like this basically never felt like a real option for this platform. When your only exposure is OEM or lightly modified replacements, it’s easy to think the converter is just “there” instead of realizing it’s one of the most powerful tuning tools in the entire drivetrain.
This didn’t feel like buying a part from a storefront. It felt like raw manufacturing. No flashy emails, no tracking hype, no marketing fluff. One day the part just shows up and it’s basically saying, “Bolt me in and go find the limit.” That alone tells you what lane this is in.
What I’m expecting isn’t just a harder launch. A real converter changes the entire personality of the car. People compare converters to a final drive ratio change, and that’s close, but it’s actually better. A gear ratio is fixed. A converter is dynamic. It multiplies torque when load is low, then progressively couples harder as speed increases, without giving the power back once it’s moving. You get the benefit of a shorter gear when you need it and a taller gear when you don’t, all automatically.
It’s basically mechanical launch control. You’re preloading the drivetrain, building boost, and deciding how much hit you want before you ever let off the brake. No waiting for power to show up. No soft hit. The engine is already loaded, the turbos are already working, and when you release, the car just goes. Hard. Every time.
Once this goes in, launches stop being guesses. The car will tell me immediately if it hooks or if it needs tire. 60-foots drop, consistency goes up, and the power stays attached all the way down track. From a roll it’s the same story. Instant load, instant response, no delay. The engine feels strapped to the wheels.
I already know there’s going to be a moment where I say, “Yeah… this is what it should have been the whole time.”
Welcome to the dark side. These aren’t accessories. They’re weapon systems.
This didn’t feel like buying a part from a storefront. It felt like raw manufacturing. No flashy emails, no tracking hype, no marketing fluff. One day the part just shows up and it’s basically saying, “Bolt me in and go find the limit.” That alone tells you what lane this is in.
What I’m expecting isn’t just a harder launch. A real converter changes the entire personality of the car. People compare converters to a final drive ratio change, and that’s close, but it’s actually better. A gear ratio is fixed. A converter is dynamic. It multiplies torque when load is low, then progressively couples harder as speed increases, without giving the power back once it’s moving. You get the benefit of a shorter gear when you need it and a taller gear when you don’t, all automatically.
It’s basically mechanical launch control. You’re preloading the drivetrain, building boost, and deciding how much hit you want before you ever let off the brake. No waiting for power to show up. No soft hit. The engine is already loaded, the turbos are already working, and when you release, the car just goes. Hard. Every time.
Once this goes in, launches stop being guesses. The car will tell me immediately if it hooks or if it needs tire. 60-foots drop, consistency goes up, and the power stays attached all the way down track. From a roll it’s the same story. Instant load, instant response, no delay. The engine feels strapped to the wheels.
I already know there’s going to be a moment where I say, “Yeah… this is what it should have been the whole time.”
Welcome to the dark side. These aren’t accessories. They’re weapon systems.
Zpak
Es Aich Oh!
That’s a pretty solid turnaround for custom, thus far, one off work.
I tried to get Gayla to get me some more build details and this was her reply. 
I received the core refund + tax. The total all in for this Stage 3 custom converter shipped after taxes is $2,655.11. Gayla mentioned this. 
Heck yeah! Hopefully they get a handful of orders from this and the IG post I made. The converter is going in very soon. Ryan is ready.
Roads should be clear enough for mid to end of March.
Heck yeah! Hopefully they get a handful of orders from this and the IG post I made. The converter is going in very soon. Ryan is ready.
Roads should be clear enough for mid to end of March.
FrankK
SHO Member
Hi Andrew,
It's really cool what can be done when you have a lot of money to spend. Please don't take that the wrong way, because I have been following your build for quite a while and watching what you have done is incredible. I know that unless I won a lottery somewhere I could never come close to what you have done.
A quick question: do you think a custom converter would help a car with a tune on it? Or would it be too much?
Thanks,
Frank
It's really cool what can be done when you have a lot of money to spend. Please don't take that the wrong way, because I have been following your build for quite a while and watching what you have done is incredible. I know that unless I won a lottery somewhere I could never come close to what you have done.
A quick question: do you think a custom converter would help a car with a tune on it? Or would it be too much?
Thanks,
Frank
Frank, I appreciate that man, seriously.
I just wanted to share what something like this costs. The price stings, it wasn’t what I wanted to spend. But at this level of build, it’s not a luxury part. It’s a critical one.
On a lightly tuned car? A full custom 3,000 RPM triple-disc converter is overkill. The stock unit works fine for basic bolt-ons and a tune.
Where it changes is when you start moving real air and making real torque. Once you’re trying to build boost on the brake, leave hard, and keep power attached through the shifts, the converter becomes the control point. A weaker one turns into the bottleneck fast.
For my setup, I’m too far in, so this investment is aimed towards making everything else I’ve done worth it as well. It’s about finishing the system correctly. There’s a big difference between making power and actually being able to use it.
Just this morning I started watching converter videos. From everything I’ve watched so far, street driving looks like no big deal. I’m excited to stop wondering and just know exactly what it does.
I’ll find out immediately backing out of the driveway, grabbing gas, and getting it into position for a log. I’m expecting it to feel deliberately different and intentional. I’ve never done a converter this serious before.
3k stall may or may not be where it actually lands. Flash and brake-boost load aren’t the same and I can’t wait to see both. Holding higher RPM on the brake is going to make the turbos sing. More spool, more sound, more intent. I can’t wait.
I’ll find out immediately backing out of the driveway, grabbing gas, and getting it into position for a log. I’m expecting it to feel deliberately different and intentional. I’ve never done a converter this serious before.
3k stall may or may not be where it actually lands. Flash and brake-boost load aren’t the same and I can’t wait to see both. Holding higher RPM on the brake is going to make the turbos sing. More spool, more sound, more intent. I can’t wait.
Ok @KSHO11 brought this to my attention.
GH has added their TC offerings to their site. Let’s include this in this thread.
Some heavy hitting marketing language but great marketing response to Precision of New Hampton.
It’ll be great to see data from this. Maybe some before and after 60’ hits and stall changes with load but it is refreshing to have this now listed. I respect that.
GH has added their TC offerings to their site. Let’s include this in this thread.
Some heavy hitting marketing language but great marketing response to Precision of New Hampton.
It’ll be great to see data from this. Maybe some before and after 60’ hits and stall changes with load but it is refreshing to have this now listed. I respect that.
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