4l80 single vs triple disc converter??
Thread Starter
Staging Lane
Joined: Jan 2016
Posts: 78
Likes: 1
4l80 single vs triple disc converter?? Hey guys! So we are building a suburban, engine is built 5.3, going to have the Precision 7675, it also driven daily. I just got done ordering a “level 1” 4l80 that’s capable of handling 1000hp. Now I have been looking for a converter, obviously it’s going to be billet. But now I have the question of doing single Vs triple, Ive been looking at Circle D converter, they offered me a single disc for $975 or a triple for $1200, also my trans builder told me about the company they use for converters they sell a triple disc for $875. Any recommendations?
TECH Junkie
Joined: Dec 2012
Posts: 3,620
Likes: 1,331
From: Iowa
Check out @Jake's Performance @Jake's Performance they are a sponsor on this page and are fantastic for tech help/info/knowledge
Give them a call and they will get you setup.
If you're ever going to lock the converter at WOT you'll need a triple disc.
Give them a call and they will get you setup.
If you're ever going to lock the converter at WOT you'll need a triple disc.
Thread Starter
Staging Lane
Joined: Jan 2016
Posts: 78
Likes: 1
Check out @Jake's Performance @Jake's Performance they are a sponsor on this page and are fantastic for tech help/info/knowledge
Give them a call and they will get you setup.
If you're ever going to lock the converter at WOT you'll need a triple disc.
Give them a call and they will get you setup.
If you're ever going to lock the converter at WOT you'll need a triple disc.
TECH Junkie
Joined: Dec 2012
Posts: 3,620
Likes: 1,331
From: Iowa
What do you mean "affect driveability"
Triple disc just changes the surface area of the lockup clutch. So...when it locks up, it won't slip
As for the rest of the converter, it typically stays the same...or in some cases, it can be made a little differently so that it performs better down low...it may not have the fluid coupling efficiency up top, but that's ok because with a triple you can lockup the clutch and get 100% coupling
triple disc is the better converter...only reason to NOT go triple (imo) is cost
Triple disc just changes the surface area of the lockup clutch. So...when it locks up, it won't slip
As for the rest of the converter, it typically stays the same...or in some cases, it can be made a little differently so that it performs better down low...it may not have the fluid coupling efficiency up top, but that's ok because with a triple you can lockup the clutch and get 100% coupling
triple disc is the better converter...only reason to NOT go triple (imo) is cost
If your converter is spec’d right, there’s no need for wot lockup. I had a triple for ten years and never saw the need. They’re also heavier and make rattling noise in park and neutral.
I now run a single FTI and couldn’t be happier.
I highly recommend them.
I now run a single FTI and couldn’t be happier.
I highly recommend them.
TECH Junkie
Joined: Dec 2012
Posts: 3,620
Likes: 1,331
From: Iowa
It can stall higher, and have better shift extension helping you get down track...then lockup and keep you in the powerband right up to the stripe. Eliminating the need for either another shift, a tighter converter that will make it all the way to the traps, etc.
There are plenty of places where a triple disc lockup can be beneficial
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TECH Junkie
Joined: Jun 2008
Posts: 3,203
Likes: 1,391
From: Nitro Alley
I have had many of my customers go with torque converters from Jake's Performance... From the OEM clutch style to the Billet triple disc style... and all have worked out well.
In terms of having the lock-up function... It is quite nice to be able to cruise in overdrive on the expressway at 2,000 RPM when the drive-train in the vehicle requires a 3,500 RPM stall speed torque converter.
The use case for dynamometer testing/ results is irrelevant to me. Vehicles that make serious power can not be held by a chassis dynamomter, or at least very few.
All though; in a vehicle that makes a little power (1,000 - 1,500 HP) , I'd prefer to accelerate from highway speed to triple highway speed without the torque converter un-locking and re-locking... I simply see this as un-necessary wear and tear.
I usually recommend; just as stated by Maroonmonsterls1... that with some descent power, a single lock-up clutch does not have the surface area to hold the torque converter locked under heavy/ full throttle use.. A triple disc lock-up torque converter is going to be needed in terms of what Jake's Performance offers.
In terms of having the lock-up function... It is quite nice to be able to cruise in overdrive on the expressway at 2,000 RPM when the drive-train in the vehicle requires a 3,500 RPM stall speed torque converter.
The use case for dynamometer testing/ results is irrelevant to me. Vehicles that make serious power can not be held by a chassis dynamomter, or at least very few.
All though; in a vehicle that makes a little power (1,000 - 1,500 HP) , I'd prefer to accelerate from highway speed to triple highway speed without the torque converter un-locking and re-locking... I simply see this as un-necessary wear and tear.
I usually recommend; just as stated by Maroonmonsterls1... that with some descent power, a single lock-up clutch does not have the surface area to hold the torque converter locked under heavy/ full throttle use.. A triple disc lock-up torque converter is going to be needed in terms of what Jake's Performance offers.
Last edited by vorteciroc; Apr 5, 2019 at 09:24 PM.
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