I say loose and then tune your shift points and lock up **** to give it good manners on the street. Is this your daily.....

 

I would agree with travis... but I know just how loose a "tight" converter drives behind a heavy truck and I'm here to say it sucks. I hate it as well. On the flip side it will make the truck perform a lot better at the track.

 

This is what I did. I have a 4000 stall, now I'm not blown, but it locks up at 35 miles an hour and drives just like stock except at first take off it's a little loose.

 

When I had my Circle D 3200, it was pretty loose behind the 5.3. It definitely took some getting used to. When I stabbed it from a stop, it flashed, wheels spun and it took off. Same as any other converter.

When I had the 6.0 put in, it flashed a little higher, still loose when driving normally.

Fast forward,

I've got a single disk FTI 2800, RPM L7 and the Whipple and it drives perfect (for me anyway). Just loose enough from a stop and grabs hard.

 

I also have an FTI. They will make anything you want, more that pleased with all my FTI converters.

 

Can some one tell me on the 8L90 trans in particular. I had my converter loosened up by Circle D about 500 over stock. The question is in what gears does the converter lock up? all of them? My converter seems too loose and not locking up in the 3500-5000 range. I don't know if its a tuning issue or a converter issue. I am data logging now for my Tuner. Thanks

 

It's all in the tune. Having the converter loosened up has nothing to do with how it's configured to lockup.

Can you post the tune?

 

I am running a Robert Godfrey 4.5 level built 4L60e, ran it with the trailblazer converter for a few weeks, drove me nuts, hated the stall, felt like driving a yo-yo, flashed up to 3000RPMs at WOT behind my supercharged 6.0. Just changed to a Hughes triple disk towing converter and really like it. Drives just like stock but flashes to about 2000RPMs which is just right for me. I assume they build a similar converter for the 4L80e