why do i need to raise mph lockup
Nov 11, 2009 | 06:39 PM
#22
Aren't the 1500 60E converters set to lock at WOT from the factory also? I wouldn't go with what the factory does and try to apply it to a performance application. Yes, the 80E lockup clutch is a big one, but I wouldn't trust it with 500 lb ft of torque going through it as it engages at 5000 or whatever RPM. Yank doesn't recommend that you lock their converters at WOT, and I'm not even sure about PI's policy on their triple disc. Only tq converter manufacturer that I'm aware of that recommends a WOT lockup is Circle-D...and these are aftermarket performance companies with built units with billet components.
Nov 11, 2009 | 06:41 PM
#23
Aren't the 1500 60E converters set to lock at WOT from the factory also? I wouldn't go with what the factory does and try to apply it to a performance application. Yes, the 80E lockup clutch is a big one, but I wouldn't trust it with 500 lb ft of torque going through it as it engages at 5000 or whatever RPM. Yank doesn't recommend that you lock their converters at WOT, and I'm not even sure about PI's policy on their triple disc. Only tq converter manufacturer that I'm aware of that recommends a WOT lockup is Circle-D...and these are aftermarket performance companies with built units with billet components.
Nov 11, 2009 | 06:42 PM
#24
Aren't the 1500 60E converters set to lock at WOT from the factory also? I wouldn't go with what the factory does and try to apply it to a performance application. Yes, the 80E lockup clutch is a big one, but I wouldn't trust it with 500 lb ft of torque going through it as it engages at 5000 or whatever RPM. Yank doesn't recommend that you lock their converters at WOT, and I'm not even sure about PI's policy on their triple disc. Only tq converter manufacturer that I'm aware of that recommends a WOT lockup is Circle-D...and these are aftermarket performance companies with built units with billet components.
And for what it's worth, I'd put money on the stock 4l80e converter being stronger than any aftermarket converter. It's 13" in diameter and has been used in buses, dump trucks, diesel powered vehicles, etc. That's a constant beating, not just a transient one. Ask Silver-mod-o what happened to his converter.
Nov 11, 2009 | 06:45 PM
#25
The 4l60e converter is not set to lock in trucks, only in vette's I believe.
And for what it's worth, I'd put money on the stock 4l80e converter being stronger than any aftermarket converter. It's 13" in diameter and has been used in buses, dump trucks, diesel powered vehicles, etc. That's a constant beating, not just a transient one. Ask Silver-mod-o what happened to his converter.
And for what it's worth, I'd put money on the stock 4l80e converter being stronger than any aftermarket converter. It's 13" in diameter and has been used in buses, dump trucks, diesel powered vehicles, etc. That's a constant beating, not just a transient one. Ask Silver-mod-o what happened to his converter.
Also FWIW.. Tha only purpose a lock up was added was for better fuel mileage
Nov 11, 2009 | 06:48 PM
#26
The 4l60e converter is not set to lock in trucks, only in vette's I believe.
And for what it's worth, I'd put money on the stock 4l80e converter being stronger than any aftermarket converter. It's 13" in diameter and has been used in buses, dump trucks, diesel powered vehicles, etc. That's a constant beating, not just a transient one. Ask Silver-mod-o what happened to his converter.
And for what it's worth, I'd put money on the stock 4l80e converter being stronger than any aftermarket converter. It's 13" in diameter and has been used in buses, dump trucks, diesel powered vehicles, etc. That's a constant beating, not just a transient one. Ask Silver-mod-o what happened to his converter.
Nov 11, 2009 | 06:50 PM
#27
Although I do remember reading about some guys having problems with a certain aftermarket 80E converter, and many others breaking hubs on PI 60E convereters...so I will correct myself there somewhat 
Nov 11, 2009 | 06:59 PM
#29