Torque converter - single or multi-disk lockup?

M

Melmark93

Registered
I emailed PI with a list of current mods (chip, underdrives, exhaust,
mmx shaft, 3.73 trac-loc and DRs). Stated estimated current HP at 300 with a vortech in the near future, but not to exceed 450-500hp. I asked for their recommendation for a TC and they replied:

The converter is going to be our 9.5" Stallion. The choice as to a single disc or a multi-disc is up to you. The single disc can be used on the street and strip, but is not intended for wide open throttle lockup at the strip.
The multi-disc is for W.O.T. lockup, and may benefit you by having the vortech on there. So, the choice is yours. The single disc is $734.58 and the multi-disc is $934.42. They both come with a 2 year warranty and a free stall change in the 2 years if you ever want to raise or lower the stall for any reason.
Precision Industries
800-649-7866

Do I need a single or multi-disk? The Mark is not a daily driver,
it goes to club cruises and once a month to the drag strip.
WHEN and HOW do you do WOT lockups???? I thought the stock TC locked
only in OD. Educate me please.

Mel C.
93 garnet/grey
Set new best time last weekend
14.18 @ 98
 
RE: Torque converter - single or multi-disk lockup?

I think our cars lock up at WOT stock, and i know they will with a chip. The multi disk is better, but the single disk is good too. I have the single disk myself, but i've only had it in there for this summer.

If you are planning on a supercharger i think i'd go with the multi disk unit.
 
RE: Torque converter - single or multi-disk lockup?

even if you are making a lot of power you do not need the multidisk lock up. unless you are building a monster of a mark i would just go with a single disk. i know of a couple guys that switch to a single from a multi because they like how it felt better.
 
RE: Torque converter - single or multi-disk lockup?

You'll regret not getting a multidisk convertor.
I've had a single,and a triple disk.
The single worked Ok for everyday driving,but when at the track in my N/A car-it splipped like hell when the EEC commanded it to lock.I even modded the pressure regulator for the TCC circuit in the VB to force full pressure to the lockup piston and it still slipped.
This is a N/A Tbird with a 2V that was making only 254 rwhp/297 ft-lbs.
I now have a triple disc,and the lockup is firm and solid,and there is no slippage when it is commanded to lock-and this VB has a stock TCC pressure regulator circuit.
JL
 
RE: Torque converter - single or multi-disk lockup?

I agree with Johnny if you are planning on putting power to it and want the best results at the track. I had a PI single disc stalled at 3200, and it locked up pretty well at 230rwhp, but when I added Compcams and got it to around 250 the converter was slipping like hell.

I am in the process of putting an intercooled T-trim on my '96 T-Bird. We're looking at using a big pulley to start with and a conservative tune to maybe 475rwhp or so, and Jerry W. built up a bulletproof trans for me and recommended I trade the single disc TC in for a triple disc, and I took his advise. After the engine is broken in awhile, and I get the hang of driving with that kind of power, we're probably gonna put a smaller pulley on and go for 550+ hp.

I actually sent my new triple disc to Circle D Transmissions in Houston, and had them re-stall it, and add carbon fiber clutch plates in place of what PI normally puts in. I wanted it stalled for 3600-3800, and PI sent it out at 2800, but that was because the guy I ordered it through didn't give PI an accurate torque estimate for my set up... When you order it, make sure you tell them what torque you have, so they can dial in the stall... even then it's an estimate, and could be off a couple of hundred rpm.

As for lock-up.. It's controlled by the EEC and most of the guys I know are going with an SCT chip or SCT dyno tune. The SCT software can pretty much do whatever you want in terms of TC lockup schedules (and everything else, for that matter). My last tune locked the TC up immediately after the 1-2 and 2-3 shifts with a very aggressive lockup rate, and that's pretty much what most guys are doing that want good results at the track. Normally the TC is not set to lock up at all in first. As for stall speed, my understanding is that you usually want to set the stall high enough to roll the wheels for about the first 60', then catch traction. For stock and N/A modified applications up to 200 or so rwhp, 2800 is a pretty good number.For most applications to maybe 275rwhp or so, 3200 is a pretty good number, up to maybe 3500. But that's just a rule of thumb, every car can act a bit differently.. I know a guy with a modified N/A T-bird that needs over 4000 stall.

-mike


1996 Thunderbird LX
Renegage Heads / CompCamns / OEM Cork NPI intake
245rwhp
13.71

Presently Morphing in Atlanta
 
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