hey james, you mean like this?

 

Is that the yank parish?

 

yes it is

 

Ouch...

Is that carbon fiber like a stock converter? Looks like conventional paper. Wow what a mess.

I've never had my hand on one of the current generation computers or LS1-Edit. What can you do with the torque converter lockup parameters? With the TCI setup you can specify what percentage of TPS the TCU should consider WOT and then choose not to have converter lockup at WOT. If you can do something like that with the stock computer and disable lock beyond, say, 50% throttle for example, there might be a chance of a lockup converter actually surviving behind that insane 6.0 you have.

 

Wow .. that makes me glad I didn't go with a Yank this time around. Not to mention I saved a few hundred bucks and still got the bigger lockup clutch they offered.

James, I'm fixing to put one in my truck too. Could you tell you picked up any speed with the 80e? Check your PM's too.

Parish .. have you thought about putting in a TH-350 or 400? My dad was telling me something about old skewl hotrodders are going with a 400 and some kind of t-case that will split gears (maybe he means the GV overdrive) and turn the 3 speed into a 6speed. He said the guy that was telling him about it was saying the extra tall gears up top made up for not having a lockup converter on the highway.

 

No need to jump to conclusions here. I know of MANY people running Yanks at all sorts of different power level in GM trucks. I think it's fair to say Parish's truck is beyond what that clutch was adviertised to hold up to! Mike makes a great products and backs it, this is fair to say.

Well, no. The 80 will definately INCREASE your E/T. More rotating weight and internal parasitic losses as well as a narrower gear range. This is not a mod that favors "speed." The advantage of the 80 is that it's as strong as a TH400, programmable, AND has overdrive. The 60 can be built fairly strong too, but a STOCK 80 is more capable than a BUILT 60 and will last a whole lot longer. (My built 60 lasted 26K and never broke anything, 3-4 clutches just wore out.) The internal parts are so strong that the bellhousing breaks before they do. First through third is almost exactly the same hardware as a TH400 - many parts interchange. The 80 simply has an additional completely separate planetary gearset, overrun clutch, main clutches, roller clutch and piston for overdrive.

That's probably what he meant. TH400 + GV Overdrive is just about indestructable. GV Overdrives are rated for 1200HP out of the box. You can get 2000HP if you ask for it. (pressure recalibration) I have one on the 80 that I used to use with the 60 too. Eight speeds to choose from. Lets me run 4.56 gears out back with only 29" tires and still have the same engine rpm it did with the stock 3.73's. One important thing to keep in mind for truck GV applications is that they can only be activated in 2HI because it bolts on to the tailshaft of the transfercase - rear axle gear splitting only!

 

Parish, are you locking that thing at the top end of the track? Or is all that wear just from dyno runs and around town driving?

 

I thought I read that if you put it in between the tail housing and the trans, it could be used for 4wd. It might have been a diff brand but I know I read it somewhere.

 

Parish, I have a Yank that probably looks worse. Was yours still locking? What gear and rpm are you locking up at wot?
I lock mine right after it goes into third at wot, it lasted 6 days. I had a PTC converter that lasted 2 months. I have less power but in a heavy truck(5516 empty). I am going to shut off lockup at wot when I put another converter in it.
Kurt

 

Lots of questions.

I can program the lock up to do about anything I want it to. Ls1edit lets me do about anything with it.

I have been locking up on the dyno and shortly after the shift into 3rd

As far as I know it has been working, it has at part throttle cruse for sure.

The 4l80e rocks, I don’t think there is any reason to consider a t400 or t350.

The PY3400E is suppose to be made for what I am doing. I talked to Mike at YANK and told him EXACTLY what I have planed. 409 with a turbo and nitrous. He told me I should be able to lock it under WOT. I will stop locking at WOT if I have to but I would rather get a converter that can handle it if there is such a thing. I am going to talk to PI about their multidisk units. I think they have a 5 disk even.

Keep in mind I would be talking to Mike first if he was around but they have been closed since this happened and will be for another week. I am not blaming anyone, I just want to get set up right. Here is what YANKS site says about the PY3400E

“Power adders place special demands on converters. It is important for a converter to have adequate "holding power" while at the same time, placing the motor in a higher power band through increased stall. The Pro Yank converters give you the best of both! First, each Pro Yank is custom built around "your" power adder. The stall speeds are rated for use with power adders and will therefore, be right where you need it to be. Next, the Posi lock-up clutch will bring efficiency close to 100% by locking-up under load. Finally, the clutch materials are built to take the higher demands of running on the "juice". The Pro Yank Extremes use the exotic Kevlar linings.”

“Kevlar” linings. Anyone know what a Kevlar lining looks like?

I am anxious to hear what Mike thinks and see how he going to take care of me.