Ryan gives a brief tip on single discs vs triple disc converters and tuning for WOT on the dyno. what NOT to do! Save yourself a common headache! Www.performabuilt.com
@@fastboyguero554 I just looked at my emails from the day I ordered it over the phone till when they sent me email confirmation on receipt and tracking number bout a month
Yeah you won't gain much ET if you wait til top of 3rd gear to lock it up.....your too far down the track. I used to lock mine up with a MSD rpm switch in 2nd and third.
You SHOULDNT lock up a single disc at WOT,but you most certainly can……many turbo Buick guys lock the stock d5 12” conv at wide open and have for years.
There's a difference between wide-open lockup at the top of a gear and wide-open lockup throughout a gear. Top of a gear on a single clutch is safest and wot at the top is key, not throughout. A single disc should never ever be locked throughout bottom to top of the gear, only at the top not at wot. A 12 inch non billet converter locking like that is on borrowed time no matter the scenerio. You can certainly do anything, but it has varied results and it doesn't mean anyone should. Do as you will at your own discretion esp with a non billet converter. I have a 85 twin turbo buick myself and also have the only full 200-4R rebuild video on youtube, its the same scenerio regardless with buick or not. A triple billet can be locked up bottom or top at wot. A single billet should only be locked at the top but is not recommended at wot. A non billets stamped backing will flex eventually esp above 400hp under any of these conditions.
@@PerformaBuiltTransmissions Just seeing this….. Tell all the Buick GN guys who run the stock 12” d5 and have run 10’s locking it as soon as it hits 2nd….. I don’t reccomend locking a single disc as soon as it hits 2nd either but folks have done it and the conv lived a long long life…… A lot of factors come down to if you’ll kill the clutch or not and IMO the biggest factor is weight of your vehicle. I’d chance locking a single disc on a dyno in a NA setup.
Hey Ryan... Thanks Bro. Great little video explaining the differences. Got the Triple Disc from FTI for my S10; which I am going to install soon for the Level 2 4L60E. Do you know how the GM PCMs handle TCC on when shifting? So if I have lockup on 3rd and were to throw the trans into 4th will the TCC automatically disengage? Anything would help. Thanks.
@@PerformaBuiltTransmissions I'm using HPTuners on a Gen III P59 PCM. Simple. Not a lot to it. The reason for the triple disc was to keep the truck under acceleration on the freeway and pull more top speed. Sometimes I will manual shift from 3rd to 4th. It would be nice to get lockout in 3rd, manually shift into 4th with no TCC, then have TCC come back in to max out top speed. If this is not realistic or ideal, let me know. Just need to avoid blowing stuff up. 😵💫
Yes you can do those things. In vcm editor hit the trans button and go into the torque converter tab. There will be a general tab and a apply/release tab. Apply/Release is where you wanna go. Then go into each button for normal, cruise, and performance values and both values will be there for adjustment in all gears for each button. If you have a triple disc converter tune to your hearts desire.
If thats the stall speed that matches your cam and tire size and rear then thats fine. You can go wot with any converter not in lockup if your tuning is correct and you can only go wot in lockup with a billet triple disc and proper tuning.
I have a stage 2 4l60e from u guys with a 2800 stall converter in 03 Silverado and a couple weeks ago it started downshifting in to first from second gear hard when I get on it a bit everything else is perfect transmission is only 6 months old maby 8 tops also has a slight delay also could it be a solenoid?
How many lbs/feet of torque could you put through a 12 inch oem single disc torque convertor with a 700R4 safely? Using an manual switch to keep it locked on towing in third gear when going up hills. Thanks.
Maybe 400 at the absolute tops. And when using a switch, you cant ever forget to shut lockuo off between shifts. Youll snap the trans and components in half if you forget.
@@PerformaBuiltTransmissions Thank you for the reply! I have the correct wired system with an oem vacuum switch, 4 th gear switch and the brake switch in series . It's just sometimes on certain long highway hill climbs I drop down to 3rd gear , and then manually lock up the torque converter as I can drop about 300 rpm and not build heat. I just wondered how much torque before I slip that clutch, I use a newer 4l60e TC with the woven clutch material.By the way, for folks who think you "must have a 4l80e" behind a carburetor 454. Mine is a slightly built 700r4, 1976 GMC, 3.73 gears, cruises at 1650 rpm with a 10 foot camper, 8600 lbs GVW. Sometmes I pull a trailer with two quads on it, probably total GVW of 11,000 lbs. Just don't be stupid with it. I would like to upgrade to one of you hauler 4l60e and use a aftermarket controller as I plan a trip to Alaska. Love your videos, been a follower for years. Thanks again for answering my question!
@@PerformaBuiltTransmissions Thanks man -I search hard but no-one gives numbers -just ' u cant lockup on WOT at stock clutch' . I have stock 4.3 and it can't produce enough torque to burn clutch . Now I wanna test full lockup at wot at any speed
