The triple disc refers to the lockup clutch. So when the converter is unlocked the triple disc is just along for the ride. It isn't doing anything at all. So a triple disc won't have any affect on how the truck operates when the torque converter is unlocked.

If the single disc isn't slipping the triple disc won't make any difference there, either. The only time it helps is if the engine makes enough power to slip a single disc converter.

 

i have heard of adapting the 6.0/5r100 converter to work in the 4r100 but not the converter from the 6.4? do you some info on that or a websit that offers what is needed to make that work. that sounds like a great option

 

well said mark,how much power does it take to make it slip?

 

I belive they are the same, a 6.4 convertor and the 6.0, they are both torqueshift transmissions.

 

ERN, you are right about the convertors when they are locked up, however when they are unlocked, WHOLE different story..Usually you get/should get a lower stall, which will make the convertor more aggressive when not locked up, which will lower your temps when unlocked...because the convertor/trans doesn't have to work as hard to get the same amount of work done, because of the more aggressive stall..

The 6.4 and 6.0 convertors are from the 6L, People are installing these in the 4R100 as they have a very good design to them and they work very good in a 7.3 truck.

 

what has to be modified to run a 6.0 converter?

 

and how much?

 

The depth of the convertor is different, the spacing has to be changed, John Wood is about the only Guy I know of that has the kit..Several people tried to put kits together, however John is the one who got it done..Give him a call he a good guy..

 

As I explained by my pipe wrench analogy, and Mark Kovalsky mentioned above, the number of clutches in a locking TC have nothing whatsoever to do with the operation of the convertor when it's unlocked.

The stall RPM and other performance characteristics that you refer to for an unlocked convertor are determined solely by the design of the impeller (pump) that's attached to the flywheel, the stator that's controlled by a one-way clutch to redirect fluid flow and provide torque amplification and increase low speed efficiency, and the turbine that drives the input shaft to the tranny. The operation of these three basic components is what determines the unlocked performance, and it's the same even if you don't have any kind of lock up clutch.

Before the lockup clutch became a common place addition to the auto tranny, there was a definite tradeoff between a lot of slippage to get good torque amplification, and having a tighter design to improve MPG. I want the loosest convertor possible to help get my heavy 5er started up a hill from a dead stop, and with my TC lockup switch I can always lock the TC anytime I want. So a loose convertor with a lockup switch gives the best of both worlds, a loose convertor applies more torque to the ground at low speed, and it can be manually locked for max efficiency once you're up to speed. To get the most torque amplification and most starting torque you don't want a lower stall RPM like you mentioned, you want a higher one because allowing the engine to rev to its torque peak of 2000 RPM at start up + the impeller turning at the higher RPM and pumping the fluid more forcefully is what puts the most torque to the ground during a start.

 

Like I explained in my pipe wrench analogy, it's torque that causes slippage not HP! As to how much torque, that all depends on how gently it's applied. If you're pulling a load and slam the throttle to the floor, you can cause the TC to slip at the same or even lower torque that doesn't cause slippage if you ease into the throttle and build up to the same torque gradually. This effect is due to the "static" vs "dynamic" coefficient of friction, the static value is higher. It's the same deal for your tires, if you jam the throttle to the floor you can break the tires loose, but if you ease into the throttle more gently you can apply the same or even higher torque to the ground without spinning the tires.

 

erneseugene,i wish i new as much as you and i hoped you would chine in when i started this,thanks for the come back

 

are yo sure? with the increased power and torque of the new 6.4 i thought they may use different TC even though they use the same trans?

 

Looks like i should look into a 6.4 converter. Would it be as durable as my purple PI one now, being that i have around 350hp?

 

is there a site i can go to for a 6.4 converter. thanks

 

Kris, The 6L converters are cheap, so if you wanted to try one, and if you dont like it you could take it out and sell it to someone. I THINK a 6l is good up to around 400hp, but im not sure.

Hallas performance also makes it fit, he told me what is done, but I dont remember. I was looking at the other trucks in the shop lol.