marc_w

Like the subject says - What converters on the market leave the 4L60 (and 4L80) vehicles with their full towing capacity?

I'm not familiar with some of the newer converters from Yank, or any of the PI triple-disk units. I'm having a hard time finding this info on any of the MFG's sites. I figured I'd ask you guys with experience with them.

Here's a little list I got so far for people that tow. If it's not capable of full trailer weight, but still high, it's listed with it's rating. I'll keep adding to it, if we get enough responces...

4L60E:

Yank Truck Stealth 2400 (discontinued?)
Yank Truck Thruster 2600
Yank Truck Thruster 3000

Yank Pro Truck 3000 - Max 7,000lbs
Yank Pro Truck 3200 - Max 7,000lbs
Yank Pro Truck 3400 - Max 7,000lbs

4L80E:

Yank Truck Thruster 2600HD

Chevmann99

I'd like to know too, but for the 4L80 in the 2500HD. I'd like to do a stall that would benefit the Procharger but need to be able to tow 8000+ lbs reliably as well.

Yank

iTrader: (181)

I run our TRUCK THRUSTER 2600 HD in my EXPRESS passenger van with a 8.1 engine built by L.P.E. with the 4l80-E transmission making 408 hp at the wheels and I have towed over 9600 lbs.
some 23,000 miles thru all types of conditions and I have 63,000 miles on it at this time with no issues!
This converter will out tow the stock unit. The power from take off is a real thrill also.

gonzo 6.2

iTrader: (8)

Here is what i have found,I have the 2400 which i see is discontinued.This for me is the perfect converter.I tow a lot with mine sometimes up to 12.5K combined weight.I feel this converter is on the edge,my fluid is perfect and has never got hot.But you can really feel the stall taking off towing or backing up.
We did my buddys yukon Denali AWD 6.0 head&can PKG. AZ speeds,UPD,tune,catback,and a yank 2600.It works awesome launching his truck but he towed maybe 5K Lbs. and less than 300 miles and his fluid was dark.At the time of the install we serviced the mint condition 4L65E and installed a vette servo.Then again his trans temps never showed hot.He's a little concerned about towing with it now.

gonzo 6.2

iTrader: (8)

Funny what different converter builders call a "RV" converter.I have heard some say you want low stall for an "RV" use and I have heard others say you want a higher stall for "RV".But i seem to recall mopar used a HS in there motorhome chassi back in the day.


If i remember right,PI says nothing over 2k stall for heavy towing.Once again opinions vary.

GoldenVelvet

I believe the 2400 is close to the trailblazer. That may be why it was discontinued. Which bagges the question how would a trailblazer verter do.

Yank

iTrader: (181)

our tt 2600hd is a 300mm converter and has the extra hd clutch .
when towing you have the clutch locked up !and there is no slippage so fluid and trans temp will be normal, If not you have a trans issue(slipping band or 3-4 clutch pack)
or you are working the truck too hard and unlocking the clutch and falling back on the converter in unlock mode.
All our truck converters have an extra heavy duty clutch.

gonzo 6.2

iTrader: (8)

The 4L60E 2400 I have is 12" the trailblazer is 11" I believe just like the 2600 and 3K converters for the 4L60E.They could be trailblazer cores for the 11" yanks

Yank

iTrader: (181)

In years gone past the idea was to lower the stall speed because there was no lock-up clutch so the lower stall would keep the temp. lower with a load.
Now you have a lock-up clutch so you can make use of the higher stall and the incresed STR ratio to get up and moving sooner and with factory tune, the PCM it locks the converter in 3th gear early and most programs keep it locked up till you reach the un lock setting in your software.(around WOT)

Most aftermarket programs unlock the converter early to give extra mid range performance, this is not good for towing with any converter.

gonzo 6.2

iTrader: (8)

Anyone else remember back in the 70'S when Dodge/Chrysler was building bigblocks and motorhome P3500chassis,they had a factory highstall in there 727's.Of course no lockups