9/11 LU vs Vigilante 5 disk LU

[turbojoe1]

I know this has come up a lot in the past.
Can't find anything new.

E.t.
Mph pick up
How do they shift
Heat
Spool
Strength
Consistency
What's your favorite and why.

Thanks Joe

 

[Nick Micale]

The 9/11 is much more reliable converter, and we have had less issues than the 5 disk LU.

 

[turbojoe1]

I have herd the 5 disc being harsh. To aggressive?

Thanks Joe

 

[Undercover87T]

I've heard the 5 disc converters chatter also. My Old vigilante was a single disc and it did not. I've had my 9x11 for a couple months and I'm happy with it. It is probably the strongest lock up converter your going to find and I believe the only one designed for WOT lock up. If you plan to lock at WOT, best have all billet parts and a strong driveshaft. Haven't had mine to the track yet, just a few hundred street miles. No chatter, solid lock up.

 

[Ttype6]

It is probably the strongest lock up converter your going to find and I believe the only one designed for WOT lock up. .

The purpose of having 5 discs is to tolerate WOT lock up. WOT lock up is the only reason the 5 disc was produced. More friction area= more grip/less likely to burn the clutches.

 

[Undercover87T]

The purpose of having 5 discs is to tolerate WOT lock up. WOT lock up is the only reason the 5 disc was produced. More friction area= more grip/less likely to burn the clutches.

Ok, didn't know . So there are two out there for WOT lock up applications.

 

[turbojoe1]

Sounds like what IV been reading.


How much do they weigh?


How do they spool on the street?

Thanks Joe

 

[Nick Micale]

The purpose of having 5 discs is to tolerate WOT lock up. WOT lock up is the only reason the 5 disc was produced. More friction area= more grip/less likely to burn the clutches.

Maybe that is why the POS 5 disk gives so much trouble and will lock up internally with no notice?

First one I saw do that was in 1999 at the GSCA event in Columbus, and we could not get the GN off the trailer?

Fortunately, Red Armstrong brought another converter with him to get it going. After a few local ones had the same issue, and other issues, I will never install another one, just my opinion and experience.

 

[we4Mateo]

I've had good luck with my 5 disc Vig, no chatter, lots of wot locks at the track, and lots of street miles with ecm locking. It locks great at the track but can be a bit hard locking at normal acceleration, but it can't be comfy and fast locking at wot. I'm not making big power mind you. My tranny guy has installed quite a few of these TC's and there needs to be good clearance between the converter and flexplate so it may need a shimming, but if set up right, they seem to work well. Let me preface that I really don't know much about TC's and this information is from what I recall my tranny guy saying. He had my converter behind a T/A motor with a 76 on it, but he could never get a high enough stall that he liked, so I bought it. I really trust Nick though and I'm somewhat reluctant to put this TC behind my next motor as there are reports of issues pushing the rotating assembly forward and taking out the crank thrust. There are other guys making power that also run and lock this converter, so there must be something to setting them up a certain way. I wish I knew more that I could pass along. I am planning on trying it on my new motor. I'll always have old blue to go back in the car if the new motor suffers a bad fate.

 

[Nick Micale]

... My tranny guy has installed quite a few of these TC's and there needs to be good clearance between the converter and flexplate so it may need a shimming, ..............

This is one of the issues we had, not enough pull-back or clearance, the pads need to be machined for more clearance, not shimmed. When you do machine the pads, the converter is pulled a little out of the pump, not good either.

When you see a purple circle about 6" or so in diameter on the flexplate, the converter is pushing too hard on the crank.

The few thrust bearing failures we have ever experienced all had the "purple mark of death" on the flexplate.

Maybe some guys have found a way around this issue with the multi-disk, but we prefer to avoid using them.

I really do not like to be negative towards any product, but I also am compelled to share our experiences, good or bad, and let the customer make their own decision.

 

[turbojoe1]

Witch one slips less unlocked

Thanks Joe

 

[we4Mateo]

Witch one slips less unlocked

Thanks Joe

I went 7.24 @ 96 in the 1/8 with my Vig unlocked. Shouldn't be slipping too bad but it's no NL PTC.

 

[Sweet6]

Myself and 4 of my friends have 5 discs. They have been good so far. One guy has 500 locked passes on his and it is still going strong. Mostly mid 11 sec passes. I checked the slip of my 5 disc VIG and it was about 11% slip on a 10.90 pass. When it is locked it is 1% or so. I have not persoanlly experienced any downsides yet besides stalling when first putting into gear. But for an old design it works well. If I ever build an engine I will try a PTC N/L.

 

[turbojoe1]

Seems like the Vig has a pretty good following here. Tho, I don't my TB stalling on the street.

Thanks Joe

 

[we4Mateo]

Seems like the Vig has a pretty good following here. Tho, I don't my TB stalling on the street.

Thanks Joe

It's only when you start them cold and first put them in gear. I tap the throttle and it's fine. It doesn't do it with any heat in the fluid; for me at least.

 

[turbojoe1]

Thanks for clearifying that

 

[Ttype6]

It's only when you start them cold and first put them in gear. I tap the throttle and it's fine. It doesn't do it with any heat in the fluid; for me at least.

This has been my experience also.

 

[turbojoe1]

I will say stalling out is embarrassing, but I've done it a million times with a hard ass clutch.
So this makes good sense. Not too bad, getting worried about random stalling in a pos is one thing, not the case here. I guess I will have to remember this.

I had all the Torque Management removed from my 4x4, moved my shift pressure/firmness up, 1st-2nd WOT shift as high as it would go, and did the S10 TC swap. And all for that performance shift feel. Does nothing for my truck as its big and heavy but I just love that extra little snap.

I have a 2600 Tci now and have been thinking about putting it to the side for even more performance minded TC along with some other things. Looks like heavy duty drive line parts are a must.

Thanks Joe

 

[wickedtt]

The Precision Industries Multi Disk is the way to go for high HP Lockups. Of course with any converter you should check for proper clearances from converter pads to flywheel and the tranny line pressures too.. I don’t think the 9/11 is a bad converter for a 11 Sec. car or slower but sooner or later with enough WOT lockups the clutch will give way. It depends on your budget and how often you lock it at WOT. You can't compare the single disk 9/11 to the 5 Disk Vig, the Vig win's hands down in my book. Last I check Red Armstrong recommends the multi disk and sells it too.. I have had years of good service from mine. Now this is just my experience but maybe I’m just lucky. lol

 

[turbojoe1]

Thanks for your addressing that. I tend to like the strait to the point stuff. And the experience you noted, along with others is most helpful.

Thanks Joe