I know level 10 makes the
PTS HYDROSYSTEM SERVICE
And the
PTS TORQUE CONVERTER SERVICE

Understand what they do but witch one will make the car faster?

I need the car to be a everyday driver. Also I want to drag the car. any input will help

Thanx

They both make your car faster but the hydrosystem is barely noticable. The TC mod WILL (or should) show a noticable difference in acceleration.

The hydrosystem prolonges the tranny's life. Both good mods but I believe you get more for your money acceleration wise with the TC mod. Plus for dragracing, the TC mod is a no-brainer.

any more input??

just so people understand what I am talking about

A PTS - HydroSystem is a:
Many transmissions have well-known shifting deficiencies - some transmissions have problems when reverse is engaged, other transmissions have a poor 1-2'' shift. Level 10 Hydrosystem™ Recalibration corrects these deficiencies.
Level 10 Hydrosystem™ Recalibration optimizes the driveability and improves the shift feel. Transmissions used in heavy-duty applications, such as Recreational Vehicles, Sport Utility Vehicles, vehicles that carry heavy loads, and vehicles that pull heavy trailers will have well controlled shifts that maximize driveability and minimize heat build-up and wear in the transmission and wear-and-tear on the vehicle. Transmissions used in high performance applications, such as street rods and race cars with high horsepower, turbocharged, or supercharged engines, will have firm, positive, tire-blazing shifts that optimize acceleration and minimize heat build-up and wear in the transmission
This system is also know as a Valve Body Recalibration Kit
________________________________
The other is a
Torque Converter:

A Torque Converter is fluid-filled case that contains a set of turbines - there is an input turbine that is driven by the engine, an output turbine that connected to the transmission's input shaft, and a stator turbine between them that directs and controls the flow of the fluid.
At a certain input RPM, the torque converter will reach its maximum fluid flow. Below this input RPM, there is poor hydraulic "coupling" between the input turbine and the output turbine - there is a lot of "slippage". Above this input RPM there is a hydraulic "lockup" - there is almost no slippage between the input turbine and the output turbine. This certain input RPM is called the "stall speed" of the converter. This property of a torque converter allows an engine to rev-up to a speed where it begins to make significant power (commonly referred to as "torque multiplication") before being put under a heavy load. The stall speed of a torque converter needs to be carefully matched to the torque curve of the engine it will be used with. A high-performance or race engine, which makes power only at high RPM, needs a torque converter that has a very high stall speed.

You cannot check the stall speed of a torque converter by pulling the transmission into gear, holding a vehicle with the brakes and adding power -- the drive-wheels will begin to spin long before you reach full-power. The proper way to check the stall speed is to make a standing-start, abrupt, foot-to-the-floor acceleration run and note the RPM shown on the tach at the instant the vehicle begins to move. This test actually measures "flash stall", but this is usually very close to the true stall speed of the converter. Also, this test is only valid if the tires do not begin to spin and if the engine can develop sufficient torque to actually reach the rated stall speed. If the tires spin, the apparent stall speed will be high. If the engine does not develop sufficient torque for the converter, the apparent stall speed will be low.

Some torque converters have an internal, hydraulically operated "lockup clutch" in them. At some preset point, the transmission will cause this converter lockup clutch to engage in order to mechanically lock the input turbine and the output turbine together. This improves the vehicles efficiency a bit because the slight slippage between the input turbine and the output turbine is eliminated. As a side benefit, some "engine braking" is also available when you take your foot off the accelerator.

The internal parts of the turbines are manufactured from formed sheet metal vanes and machined rings. In most "stock" quality torque converters, the assembly of these parts is primarily accomplished by interlocking mechanical means. In high quality, heavy-duty and high performance torque converters, the turbine assemblies are completely welded or furnace brazed together to provide for a stronger and more robust unit.

As with the rest of the transmission, excessive heat and contamination is what will kill a torque converter. Since the fluid in the torque converter is ATF supplied by the transmission, wear particles and/or bits and pieces of a blown-up transmission will end up in the converter, thereby destroying it. Changing the ATF at regular intervals and installing an external transmission cooler will lead to maximum torque converter life. If an in-radiator transmission cooler fails, ATF contamination with engine coolant will destroy a lockup torque converter.

more votes

Converter hands down will make you considerably faster. You should be able to brake stall it to about 3600-4000rpms and it should flash to about 2600rpms. Just the flash alone is about 800rpms higher. That's if you have a WRX.

I'd modify the valve body later on once you're pusing some big power.

Also B&M supercoolers have proven to be the best coolers over on the domestic boards I'm on.

All three... high stall TC, valve body, and cooler

joe

put it this way... 280WHP and less, do the TC and cooler

280WHP and more... you should do the cooler and valve body just to keep the tranny reliable. If you want performance at that point, do the converter.

Jorge (RiftsWRX)
www.ProjectWRX.com

will the car be harder to drive after the tc?? will i have to get the RPM up more to put the car in motion for every day driving?