Torque Converter
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Freshman User
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Torque Converter
What's the best aftermarket torque converter to by for the 4r100? I'm not looking to drag race or sled pull. I just want a driveable truck that can handle the little increase in power I've thrown at it. I've got a ts 6 position chip and swamps 175/146 injectors in the truck.
Fleet Mechanic
Joined: Nov 2005
Posts: 1,508
Likes: 87
From: North Carolina, Raleigh
Triple Disc Heavy Duty Billet RV Torque Converter, E40D / 4R100 7.3L Diesel | eBay
check these guys out. I call a local shop that uses them and was told the return rate on the TQ was almost non existence, .0001% returns.. that was strong and the RPM for stall is lower as needed for good towing.
Triple disk billet.
check these guys out. I call a local shop that uses them and was told the return rate on the TQ was almost non existence, .0001% returns.. that was strong and the RPM for stall is lower as needed for good towing.
Triple disk billet.
What's the best aftermarket torque converter to by for the 4r100? I'm not looking to drag race or sled pull. I just want a driveable truck that can handle the little increase in power I've thrown at it. I've got a ts 6 position chip and swamps 175/146 injectors in the truck.
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Freshman User
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I had a friend tell me that he had a triple disc torque converter and it was really grabby. To the point where he had to make sure to really hold the brake firmly at a stoplight. Is this how all triple discs are? Is swapping a 5r100 torque converter a decent move?
Fleet Mechanic
Joined: Nov 2005
Posts: 1,508
Likes: 87
From: North Carolina, Raleigh
interesting I had not heard that they are grabby.
Not for sure but i think the r4100 and r5100 are same TQ.. the 4 or 5 is number of speeds in trans and the 100 or 1000 is the amount of HP the trans can take.
I believe this was from mark K.. On Hp something about the engine HP being multiplied by a factor of 2 when determining HP to TQ..
So a r4100 is a 4 speed unit capable of handling 1000 HP to drive shaft.
Not for sure but i think the r4100 and r5100 are same TQ.. the 4 or 5 is number of speeds in trans and the 100 or 1000 is the amount of HP the trans can take.
I believe this was from mark K.. On Hp something about the engine HP being multiplied by a factor of 2 when determining HP to TQ..
So a r4100 is a 4 speed unit capable of handling 1000 HP to drive shaft.
Hotshot
Joined: Jan 2011
Posts: 18,849
Likes: 179
From: Puget Sound
A tune might be able to fix this... but I only say that as a question to raise. I totally suck at auto transmission questions - they are black magic and pixy dust to me.
Lead Driver
Joined: Jun 2003
Posts: 8,298
Likes: 25
From: Damon (South East Texas)
interesting I had not heard that they are grabby.
Not for sure but i think the r4100 and r5100 are same TQ.. the 4 or 5 is number of speeds in trans and the 100 or 1000 is the amount of HP the trans can take.
I believe this was from mark K.. On Hp something about the engine HP being multiplied by a factor of 2 when determining HP to TQ..
So a r4100 is a 4 speed unit capable of handling 1000 HP to drive shaft.
Not for sure but i think the r4100 and r5100 are same TQ.. the 4 or 5 is number of speeds in trans and the 100 or 1000 is the amount of HP the trans can take.
I believe this was from mark K.. On Hp something about the engine HP being multiplied by a factor of 2 when determining HP to TQ..
So a r4100 is a 4 speed unit capable of handling 1000 HP to drive shaft.
The number of clutches doesn't really have a bearing on stall or "grab". It is the design shape, and angle, of the stator and fins that affect trans stall speed. The clutches only come into play at lock up.
Stall is a relative term. The amount of engine torque applied to the trans will vary the stall rpm due the "slippage'' within the torque converter. There is no "one size fit all". Torque converters can act differently with each application. Engines with more low end torque will have a higher stall potential than others. Lighter vehicles will move more easily than others.
Frmr Ford Trans Engr
Joined: Aug 1999
Posts: 24,738
Likes: 2,666
From: SE Florida
And it's 5R110. There is no 5R100.
Not for sure but i think the r4100 and r5100 are same TQ.. the 4 or 5 is number of speeds in trans and the 100 or 1000 is the amount of HP the trans can take.
I believe this was from mark K.. On Hp something about the engine HP being multiplied by a factor of 2 when determining HP to TQ..
So a r4100 is a 4 speed unit capable of handling 1000 HP to drive shaft.
I believe this was from mark K.. On Hp something about the engine HP being multiplied by a factor of 2 when determining HP to TQ..
So a r4100 is a 4 speed unit capable of handling 1000 HP to drive shaft.
It's 4R100 and 5R110. And they are not the same torque converters.
The first number is the number of forward ratios. The letter denotes Front wheel drive or Rear wheel drive. The next numbers refers to the torque rating at the input shaft. This is after the torque multiplication of the torque converter. So the 4R100 is rated for 1000 lb-ft of input torque, and the 5R110 is rated for 1100 lb-ft of input torque.
The 100 (1000) refers to amount of input torque the trans is able to withstand, not engine horsepower.
Tuning would be able to do only so much. Lowering idle speed, at engagement, can only be adjusted slightly or there could be engine stall.
The number of clutches doesn't really have a bearing on stall or "grab". It is the design shape, and angle, of the stator and fins that affect trans stall speed. The clutches only come into play at lock up.
Stall is a relative term. The amount of engine torque applied to the trans will vary the stall rpm due the "slippage'' within the torque converter. There is no "one size fit all". Torque converters can act differently with each application. Engines with more low end torque will have a higher stall potential than others. Lighter vehicles will move more easily than others.
Tuning would be able to do only so much. Lowering idle speed, at engagement, can only be adjusted slightly or there could be engine stall.
The number of clutches doesn't really have a bearing on stall or "grab". It is the design shape, and angle, of the stator and fins that affect trans stall speed. The clutches only come into play at lock up.
Stall is a relative term. The amount of engine torque applied to the trans will vary the stall rpm due the "slippage'' within the torque converter. There is no "one size fit all". Torque converters can act differently with each application. Engines with more low end torque will have a higher stall potential than others. Lighter vehicles will move more easily than others.
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