Company in New Brunswick made a few billet converters for a guy, it slipped badly, last I heard, they were trying to fix it.
Company in New Brunswick made a few billet converters for a guy, it slipped badly, last I heard, they were trying to fix it.
1989 FWD Turbo Caravan-2.5 TIII, GT35R, auto, a/c, cruise, pwr windows/locks, fully loaded with interior and ran with full exhaust. RETIRED FOR A FEW YEARS! 12.57@104 :O)
1984 Chev Getaway van, 6.2 Diesel with a remote mounted turbo setup burning WMO-For sale.
2003 GSW 2.0L TDI, auto, fully loaded, modified, 360K-wife's.
2004 GSW TDI, 5 speed, fully loaded, modified.
Aurora ignition wires for sale. Link to info
Super60 roller cams or custom/billet cams. Link to info
Saw on srtforums that Red Sled is still having converter problems. He recently ordered 3 billet converters, each from a different company. Trying to find one that achieves the high stall he wants without excess slipping. I believe this is after having exhausted the resources of our normal go to guys to satisfy what he wants.
Brent GREAT DEPRESSION RACING 1992 Duster 3.0T The Junkyard - MS II, OEM 10:1 -[I] Old - 11.5@125 22psi $90 [U]Stock[/U] 3.0 Junk Motor - 1 bar MAP [/I] 1994 Spirit 3.0T - 11.5@120 20 psi - Daily :eyebrows: Holset He351 -FT600 - 393whp 457ft/lb @18psi 1994 Spirit 3.0T a670 - He341, stock fuel, BEGI. Wife's into kid's project. 1990 Lebaron Coupe 2.2 TI/II non IC, a413 1990 Spirit 3.0 E.S. 41TE -- 1993 Spirit 3.0 E.S. 41TE -- 1994 Duster 3.0 A543 1981 Starlet KP61 Potential driver -- 1981 Starlet KP61 Parts -- 1983 Starlet KP61 Drag 2005 Durango Hemi Limited -- 1998 Dodge 12v 47re. AFC mods, No plate, Mack plug, Boost elbow -- 2011 Dodge 6.7 G56
He is in a while different class that guy is trying to run low 7s
Not sure never see a price listed so my guess is too much for me
I paid $500 for my HUgh's LU converter and killed it in a few months, have to get it back for warranty, it has one year and its almost up,
1989 FWD Turbo Caravan-2.5 TIII, GT35R, auto, a/c, cruise, pwr windows/locks, fully loaded with interior and ran with full exhaust. RETIRED FOR A FEW YEARS! 12.57@104 :O)
1984 Chev Getaway van, 6.2 Diesel with a remote mounted turbo setup burning WMO-For sale.
2003 GSW 2.0L TDI, auto, fully loaded, modified, 360K-wife's.
2004 GSW TDI, 5 speed, fully loaded, modified.
Aurora ignition wires for sale. Link to info
Super60 roller cams or custom/billet cams. Link to info
The converter in general or just during lockup
Both, the LU stopped working then it wouldn't stall at the line then it started really slipping on the highway.
1989 FWD Turbo Caravan-2.5 TIII, GT35R, auto, a/c, cruise, pwr windows/locks, fully loaded with interior and ran with full exhaust. RETIRED FOR A FEW YEARS! 12.57@104 :O)
1984 Chev Getaway van, 6.2 Diesel with a remote mounted turbo setup burning WMO-For sale.
2003 GSW 2.0L TDI, auto, fully loaded, modified, 360K-wife's.
2004 GSW TDI, 5 speed, fully loaded, modified.
Aurora ignition wires for sale. Link to info
Super60 roller cams or custom/billet cams. Link to info
I know you DD it but have you ever tried a non lock up
I switched to a LU a few years ago, couldn't stand the high highway rpm, the LU fix's it and makes it a nicer highway cruiser.
1989 FWD Turbo Caravan-2.5 TIII, GT35R, auto, a/c, cruise, pwr windows/locks, fully loaded with interior and ran with full exhaust. RETIRED FOR A FEW YEARS! 12.57@104 :O)
1984 Chev Getaway van, 6.2 Diesel with a remote mounted turbo setup burning WMO-For sale.
2003 GSW 2.0L TDI, auto, fully loaded, modified, 360K-wife's.
2004 GSW TDI, 5 speed, fully loaded, modified.
Aurora ignition wires for sale. Link to info
Super60 roller cams or custom/billet cams. Link to info
Yeah I figured that's why you went to a LU, how did the nonLU compare in longevity
If you arent trying to lock up the torque converter clutch under high loads, it shouldnt have any effect on the longevity of the rest of the converter.
Dont push the red button.You hear me?
I'm building an A413 from a non-Lock-Up to a Lock-Up. I've never done this before. I've only built a non-LU and stayed non-LU or a LU and stayed LU. All I need to convert to a LU is the valve body with solenoid (I got the whole valve body because I didn't know what valves and springs are needed), the input shaft, drill the case for the solenoid, and the LU converter. Correct? I just want to double check before I start putting this thing together.
I figured I'd ask this here instead of starting another thread to try to keep it all in one place so if someone wants to look it up later it'll be easy to find.
Since the input shaft is part of a clutch drum, it's worth pointing out that you should always try to get the clutch drum with the higher snap ring groove so you can fit a larger clutch pack. That might rule out all the TBI lockup trans as good input shaft donors.
Dont push the red button.You hear me?
Maybe I am thinking of RWD only here but is the pump/stator support different between LU and non LU in the FWD unit ?
Good call. I never separated them when i did it for a living and havent had to build one in several years (mostly because i keep swapping them out for 5spds, like i did to a shelby lancer last month). My memory is very 'use it or lose it', unfortunately.That is false. The input shaft is removable. It's held in with a snap ring. I've had to remove a worn out input shaft to keep my higher snap-ring groove drum in the past. I did get the higher snap-ring groove drum with my LU input shaft for this build.
Dont push the red button.You hear me?
Im considering doing a lockup conversion on my 88 Lancer Shelby, so... any more recommendations/clarifications? Does AJs list cover it?
Dont push the red button.You hear me?