Circle-D

iTrader: (21)

The 278mm is a great choice for a DD TA with a stock or baby cam. It will move the car quite easily, meaning just take your foot off the break and the car will start to go. The 3200 rating is a max flash you will see when you nail it from a stop. It will flash up to 3200 and then start to accelerate. Of course this is assuming you have traction, tire spin will shot the rpm up even further.

Having said all that about the 278mm, the 245mm line is a better converter from a pure performance stand point, even at the same 3200 rating. It will flash faster, less rotating mass and have better shift extensions. So if you are building a cruiser will little to no track visits I think you will love the 278mm. The 216 cam will like the 3200 flash.

Chris

MMWS6

^^ that post finally answered some very important questions I had about all this converter stuff... Thanks Chris for the stout info!!

mrvedit

Yes, this has turned into a very informative thread, one of the better converter threads in a long time.
I've learned a lot anyway.

Circle-D

iTrader: (21)

Some info on the lock up piston and assuming about 75 PSI for lock up pressure.

12" OE:
Apply surface ~100 square inches
Clutch surface ~20 square inches
Apply force - 7500 pounds

Average non billet
Apply surface ~ 65 square inches
Clutch surface ~ 20-25 square inches
Apply force - 4875 pounds

Average billet
Apply surface ~ 75 square inches
Clutch surface ~ 35 square inches(we get almost 40)
Apply force - 5625 pounds

Gives you a break down comparison on the difference in lock up. The billet also adds a lot of rigidity.

Chris

peteggl

One more question and I think i'll have just about all the info I need, will the added weight to the larger converter cause the rest of the transmission to wear down faster?

70hemicuda

iTrader: (33)

The 278mm is smaller than a stock ls1 converter... 300mm. So that shouldn't be an issue. I'm assuming your current converter is stock

Revmax

Hey Chris,

Not to try to undermine your post as it was a very good and informative one. I assume that you know that adding clutch material to the ID of the piston while maintaining the same OD is actually not effective at adding holding capacity.. We have seen this done my many converter builders (NOT Circle D) thinking they are increasing holding capacity.

The median clutch diameter is the true number as to the determining the holding capacity of any clutch. In order to gain holding power you must increase the OD of the friction disc, this in turn increases the median diameter.

As you know the current billet converter pistons are just SLIGHTLY larger on the OD than OEM, but they have a similar ID. This has given converter builders the false security that they have increased clutch capacity greatly, when it fact is only marginally increased.

The above reasons is why triple disc lockup converters were invented in the first place, which Circle D does make a fine one! This is why Circle D, Yank and Revmax all recommend multi disc converters for WOT lockup applications.

Revmax

Here are some pictures of a non billet lockup clutch, a billet single disc and a billet triple disc clutch assembly.


NON BILLET SINGLE DISC
http://i1255.photobucket.com/albums/...g?t=1364391180

BILLET SINGLE DISC
http://i1255.photobucket.com/albums/...g?t=1364391041

BILLET TRIPLE DISC
http://i1255.photobucket.com/albums/...g?t=1364391041