Multi Clutch Lockup converters -LS1

[Tonner]

For those who may be interested 'TCS' (the converter shop)
Brisbane, are now building a Hi stall, multi plate, lockup converter.

Cheers Tonner

[markone2]

Has Mr Tonner availed himself of one of these ;)

[Tonner]

Has Mr Tonner availed himself of one of these ;)
Yes Mark, I was going to fit the SS yank, but it too may get destroyed by the BG tranny,(or my super powerful engine :confused: :confused: ) :lol: so MR BG after a bit of head scratching has imported the clutches for TCS to give that a shot. I believe there is a bit of R&R happening atm as I have not seen the Tonner for over a week :(

[markone2]

Yes Mark, I was going to fit the SS yank, but it too may get destroyed by the BG tranny,(or my super powerful engine :confused: :confused: ) :lol: so MR BG after a bit of head scratching has imported the clutches for TCS to give that a shot. I believe there is a bit of R&R happening atm as I have not seen the Tonner for over a week :(


Lets hope it all gets sorted this time around :confused: .....I feel for ya......no wheels...no money ..no racing..no fun..no good...:(

[pmpddyanlgrkn]

I dont think a multi-plate lockup convertor is the real fix for convertors . A good programer should be able to set up the convertor's lockup so it should only apply at moderate throttle in 3rd & 4th gear . Under load it shouldnt be applyed anyway . Thus never getting enough load to hurt it
More revolving parts mean's more wasted energy to spin , and more parts to go wrong..

[Tonner]

I dont think a multi-plate lockup convertor is the real fix for convertors . A good programer should be able to set up the convertor's lockup so it should only apply at moderate throttle in 3rd & 4th gear . Under load it shouldnt be applyed anyway . Thus never getting enough load to hurt it
M..
It has been taken care of in that respect, after the first one dropped its clutch material into the cooler,,, its set only to lock up in fourth at 105 kph , and it doesn't lockup at all at wot.
Cheers Tonner

[Plan B]

I dont think a multi-plate lockup convertor is the real fix for convertors . A good programer should be able to set up the convertor's lockup so it should only apply at moderate throttle in 3rd & 4th gear . Under load it shouldnt be applyed anyway . Thus never getting enough load to hurt it
More revolving parts mean's more wasted energy to spin , and more parts to go wrong..

This is one of the most concise, succinct posts I have ever read in here for a long time!

Kudo's for that! :thump: Very good info!

[Public Enemy]

Check out www.fuddleracing.com

they have multi-plate converters for 555$ USD.. good price and quality!

Cheers, PE

[Tonner]

Well it is in and dont you know its working, :burnout: its like being hit up the arse by a Mack truck when it engages, bloody awsome. this little sucker can be locked up at WOT during the 1/4 mile run, I reckon I should try locking it on at 112 mph, just to empty all of the rpm & hp into the rear wheels, to catapult the tonner over the line,, lets just wait and see :cool:
I know they are doing this in the states with the Fuddle and Precision etc, but we have a locally made one now.

Cheers Tonner

[Blown 454 AWD]

This is what I'm putting in the Adventra, should be here any day, pitty won't be in time for the skid pan :(

For S/C AWD/4WD trucks that tow :D


Yank is forging new ground with the introduction of a new line of torque converters built for the demanding Truck, Hummer and SUV enthusiast. Although it is easy to build a converter to make a truck accelerate faster, it is much more difficult to do so while maintaining the towing capacity specified by the factory.



The Truck Thrusters are not a re-tooled or re-stalled version of the stock GM converters, but a brand new design that is a Yank exclusive! The 278mm (11 inches) size is slightly smaller than the stock 300mm (12 inches) and has substantially different driving characteristics. The maximum stall on a factory GM 5.3L torque converter is 1,600 rpms and the shifts drop approximately 2,200 rpms between shifts. With the new Yank Truck Thruster 2600 torque converter, your 5.3 engine will now stall 2,600 rpms and the 2.1 stall toque ratio will multiply more starting line torque than the factory 1.9 STR. 0-60 acceleration times will drop from 0.3-0.4 seconds! To keep the engine more in the sweet spot of its power-band, the Truck Thruster 2600 converter only allows the shifts to drop 1900 rpms between gear changes. For example, an engine that shifts from 1st gear at 5500 rpms will drop to 3,300 rpms in 2nd gear with the stock torque converter. With the Truck Thruster 2600, the rpms would only drop to 3,600...a nice boost!

The oversized lock-up clutch of the Truck Thruster 2600 will allow you to maintain the full towing capability intended by your OEM torque converter.

Just a pitty I didn't get it in while the weather was still cool, hopefully can cut that 1/4 back :cool:

[Tonner]

some more R&D required on these local Converters,

More Info Soon.

[Oztrack Tuning]

I guess thats why Yank brags about the SS series of converters. They are very light something like 25lb lighter than stock.

They also have told me that the converter is good for up to a 250 shot of NOS.

[Tonner]

The short version of a long story:
Ok I have been spending a lot of time and dough, preparing the Tonner, Engine, Transmission, Diff, suspension ,etc etc, strengthening any thing that could be a future problem ready for 'Forced Induction', testing and measuring the gains and losses on the way.

considering the future FI, I wanted a converter that would stall up and give a reasonable 60 footer and then lock it up soon after ,to take advantage of the engine torque to power the Tonner down the Quater for the rest of the trip.with nil power loss due to the HI stall.

I decided to have one built here using Imported multiclutch packs ( US prescision clutches I think) Cancelling the Yank Xtreeme, knowing that it would be heavier than the Yank , at powercriuse last weekend (first test of the TCS converter) the 60' up from low 1.6 to low 1.7, but expected that, with the lock up set at 104 mph (normally runs about 109 or better) mph Ts,
hoping to pick up a little there by locking it up while still NA.
But the extra weight of the converter lost us about 3-4 mph on average (temps factored in) and min of .3 ET. Bummer hey,
Panic sets in knowing we must sort something out before round 2 street series next sat to add to our points.( must run constantly below 12 .5 for this one) so over to PT to run it up on the dyno etc to check AFR's and to see if we could safely bump the timing up to compensate for now.

We found heaps of slip first runs with no lockup (a bumpy flatline graph) got as low as 215 rwkw,then a couple of runs locking it up very early got to 270 rwkw, so obviously the extra slip, 'wasted power' was in the converter and not in the tranny thank god.

While I believe this converter would be ok with Big Cubes and FI, locking it up soon after the launch, the extra weight would be almost unmeasurable and not such a concern, .but not having the required power yet to warrant locking up early, this converter is NO GOOD for a NA LS1 given the power loss due to slip.

I dont know if the strs were sacrificed when fitting the clutch packs or whether in fact its just getting more slip due to the heavier weight on the driven side of the converter (if this is where its positioned.)
I have explained the above to the best of my ability having not discussed the technical side of it all with the converter builders yet.

to those who PM'd I thought I would tell the story here.:)

Cheers Tonner.