They do pull better off the line, thats one of the advantages of a torque converter. Once the converter locks though, the manual has the efficiency advantage absorbing less power.

I hated the ones with the dual mass flywheel though. The single mass ones felt more sturdy.

I agree. I don't like DMF's. It's just another thing to wear out and expensive to replace.
In case anyone was wondering what a DMF is here is a great video clip on how they work. http://www.youtube.com/watch?v=YnaXB8q3uzQ

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DJ


84 300D Turbodiesel 190K with 4 speed manual sold in 03/2012

I swapped my DMF for a LUK single. Much better but is does have more gear noise and does not like backing up. Grabs funny.

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1974 450SL White/Navy Blue

1983 300SD White/Parchment, VDO Boost Guage, 215/60R15 Bridgestone Potenza RE960AS Pole Positions on 15X7 15 Hole Wheels, Straight Piped, 298K?

2004 Ford Excursion XLT 4X4, 5.4L V8, 285/65R16 BFG AT KO

Yep I removed the DMF in my 2007 6.7L Cummins because the stock clutch in the new Cummins pickups does not cut it. In fact they derated the tune, 305 HP manual trans. vs. 350 HP for the automatic because the civility influenced design or the OEM clutch would not hold. The I6 has more and earlier torque for a clutch to hold than a V8. My 6.7L makes over 1000 ft/lbs. at 1000 rpm but the gear rollover noise caused by occilations without the DMF is such that I have to shutdown if I go to a drive-up window.

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1986 300 SDL - rolling parts car and test bed.
1987 300 SDL - semi daily driver.
1977 U1000 Unimog
2007 Ram 2500 6.7l