Seriously isn't there a torque converter or something that will send more power to the wheels???? Shame its not a 350 or 400 everyone has a couple of those around...

 

5.13's and 36 IROKS with the hypertech max.... Just suprised there isn't some valving mods or a "towing" converter

 

I wish the same thing. I am soo used to the diesel performance scene and my trans after my rebuild went from OEM @ high 70 - low 80 percentile oem converter slip to 93%.

That along with a ton of billet parts and a simple dyno pull reflected the difference. When @ full boost (Modified a wee touch ) I was slipping the daylights out of my first generation performance converter. After my last swap to 93% I was wowed. 530 Hp at the wheels felt like 800 swear to Rock God.

It really comes down to the stator and the redirecting vanes within the converter really. A modified fluid coupling, different lockup plan and higher line pressures to hold servo aplication a bit stronger and wham the JK auto has the potential to be an animal.

 

People with manual transmissions also complain about the JK being a dog.

Therefore, I don't see an improvement to the torque converter being a solution.

Once the torque converter locks up, what other transmission improvements would make a difference?

If your JK is a dog, regear the axles. That's (almost) just like adding cylinders to the engine.

 

Getting a bit more stall out of a torque converter would be some help, but not without a gear set to support it. The downside would be that these transmissions have a pretty storied and checkered past of burning up since their inception. Higher stall speed equates to heating up the fluid more and that's going to need not only a trans cooler, but a relatively large one.

That said, and not being an automatic transmission owner, there would be some positives of a stall speed of as much as 1800 rpm or something that you could brake stall up to 1500 rpm. Lock up sensitivity has largely been reported as better just by getting up in the appropriate rpm range to end the gear hunting.

 

I second that...........well at least the flashpac to start, as it may be enough of an improvement that he could live with. If not then go with the gears as well. Both of them together I'm sure is a wonderful thing.....

 

Ahhh but Lockup does not happen when @ wide open (or 90%) throttle. In fact On our jeeps Lockup is engauged under 30%-50 steady throttle aplications. We complain about power when we wanna get the Jeep up and Humpin' ... hence heavy throttle action.

I also have a lockup controller in the truck that I can lock the converter from 5Mph 0-100% throttle and the difference between the two (locked Vs Unlocked) is flat out rediculous. Problem with that is (Unless in competition) is I am so overfueled that A: it is a smokey start and B once lit the Turbo will zing from 10Psi to 52Psi in about a second which = Tires on fire and funny along with somewhat terrified looks on bystanders LOL

Maybee the FlashPaq could have a lockup program added soon? Hmmmm

 

My point was, it's the engine that is the limiting factor.
Therefore, re-gearing is the most practical option.

 

I added a Superchips programmer; a Magnaflow cat-back free flow exhaust; AEM cold air intake and E3 plugs - with stock wheels and tires the throttle response and driveability is awesome!

I am going to 35's over 15" soon and will see if I need to re-gear?

 

Sorry but you are trying to harness a 203? hp engine at the crank. I don't see getting much gain out of a converter. Unless you've boosted your JK, its comparing apples to oranges...Anything with a lower stall will just kill the low end even more (if that is possible). High stall will not like the rock crawling at all, heat. Gotta balance the setup..