precision industries 9.5 lock up multi disc
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Lee Thompson
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Yes
Many out there in turbo Buicks. I like mine.--- 3600 stall
Many out there in turbo Buicks. I like mine.--- 3600 stall
They are alot of money but there is nothiing LIke a PTC converter. Talk to Dusty Bradford and he will order what you need that will walk all over a PI converter. i had 3 of the PI converters i was not impressed by the non lockup efficiency.
I don't know about anyone else but I love the way it works but hate the rattle noise of the 5 disk......
+1 thats why i went to the billet 9X11. i couldnt stand driving a car around that should like crap at a red light
They are not a lot when you look at the performance gain per $ spent. I see guys picking up 4-5 mph and dropping a couple tenths compared to other converters. Then they are dialing in more boost and picking up even more because the converter works so well up top. You hae to throw power in to get the most out of them. They are too efficient to try and run low boost with. It will pull the engine right down on the shifts.
Are you comparing a P.I. 5 disk LOCKED UP at wot to a PTC non lock up as far as efficiency? Because when locked up at wot I think its hard to beat the 5 disk.
I love my PTC. Dusty is so very helpful. I know the vigilatne is a very proven converter if you are determined to lock up the converter. If you don't have to lock it the PTC is hands down the best non L/U on the market. Also as bison was saying there are quite a few guys that have measuered only 1-3% slip on the big end. Very efficient
Everyones opinions here make sense.I would like to add that there is no other choice but a preciscion multi disk if you must lock the converter at wot.By design it is the strongest lock up converter available,and there is nothing else that can take more load than a 5 disk set up.
The only downside I have heard on the PTC is that it may take a few converter swaps to get the stall you need. Other than that I heard they perform great once they are dialed in. if my local trans guy becomes a PTC dealer, I will try a PTC on my next set up.
I can only add. IF.... you plan on doing WOT lockups at the track, there is NOTHING superior to a PI multi disc.
It's the only one that can handle that kind of abuse year in and year out with no loss of locked efficiency.
I've got one of the first one's made for our cars. I can't even remember how old it is, but something more than 6-7 years old. I raced it for 4 or more yeas (WOT lock up on every run)), plus more than 20,000 miles of street abuse and it still feels like the day it did new.
A little bit of rattling noise? yes. But it's a comfort knowing I wont burn it up every season like you will with a single disc converter (assuming WOT lock ups)
If you don't want the added mph at the track that WOT lock up will give, and you're mearly looking for better street performance, there are many alternatives.
It's the only one that can handle that kind of abuse year in and year out with no loss of locked efficiency.
I've got one of the first one's made for our cars. I can't even remember how old it is, but something more than 6-7 years old. I raced it for 4 or more yeas (WOT lock up on every run)), plus more than 20,000 miles of street abuse and it still feels like the day it did new.
A little bit of rattling noise? yes. But it's a comfort knowing I wont burn it up every season like you will with a single disc converter (assuming WOT lock ups)
If you don't want the added mph at the track that WOT lock up will give, and you're mearly looking for better street performance, there are many alternatives.
Dusty Bradford
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The PI multi disk is the only one to have for wide open throttle locking, if that's what you want.
My 9.5 was tested by a customer head to head with a multi disk PI. Track conditions didn't allow a good et comparison due to the 60ft being off but the mph was the same and rpm was only 50rpm more than the lock-up. That's as good as it gets for non lock and it's probably a tad bit tight. When a converter isn't locked it's still multiplying torque.
My 9.5 was tested by a customer head to head with a multi disk PI. Track conditions didn't allow a good et comparison due to the 60ft being off but the mph was the same and rpm was only 50rpm more than the lock-up. That's as good as it gets for non lock and it's probably a tad bit tight. When a converter isn't locked it's still multiplying torque.
Dusty Bradford
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MAY being the key word. I'd say over 80% of the time they are dead on the first shot. There are several variables that can effect a stall from car to car. This goes for any converter and is the reason most companies offer a free stall change.
Just last week a customer called, his converter was 1000rpm too tight. Once he bypassed the tranny cooler like I suggested, it was right on the money. The cooler was plugged and increasing the pressure inside the converter, making it tighter.
The biggest issue I have spec'ing a converter is those customers who over turbo an engine for their goals. A low rpm engine with too large of a turbo is a nightmare to make work.
The PI multi-disk is the standard if you have to have a L/U converter. I ran one years ago, the rattle at idle was the reason I got away from it. Couldn't hear it from inside the car, but you could hear loud and clear standing next to while idling. Really a well built converter.
No benefits from a L/U compared to running a PTC N/L. Loose down low, very tight up top. PTC N/L is the best converter on the market, period. My car picked up 5 mph in the 1/8th and that was shifting 1000 rpm early in first. I let off up top so I don't know for sure what the total gains. Full 1000 rpm drops on the shifts.
No benefits from a L/U compared to running a PTC N/L. Loose down low, very tight up top. PTC N/L is the best converter on the market, period. My car picked up 5 mph in the 1/8th and that was shifting 1000 rpm early in first. I let off up top so I don't know for sure what the total gains. Full 1000 rpm drops on the shifts.
I understand pretty much any converter is not going to be right on. Like you said that is why you get one free stall change. I just do not have the reources to be able to take a chance on having to swap out a converter whatever brand it may be. The 5 disc Vigs have treated me well. I decided to go the route knowing when the converter is locked is will make up for the inefficiences of the converter. If I had a 10 sec car or faster, I would try the non lock PTC for sure.
On a side note, I was not trying to bash PTC when I said it may take a few stall tries before it is right. That would go with any converter. Especially a non lock.
On a side note, I was not trying to bash PTC when I said it may take a few stall tries before it is right. That would go with any converter. Especially a non lock.
Dusty Bradford
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I didn't take it as bashing:biggrin: Just wanted to clarify it. While it's true that some applications will take more than 1 stall change, those instances are 1% or less. Once the converter is in the car, if it's off from where anticipated, the issue can be resolved on the next change using the data supplied by the customer. The customer plays a crucial role in getting a converter perfected for a combo. If a vendor has no data to look over and has to go by "seat of the pants" info, the results can be less than satisfying.
I never liked the idea of relying on lock-up to make a converter work. That is why this Twisted 6/PTC is on the market now. Nothing wrong with locking. I just didn't like having to do it.
Dusty Bradford
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It was just for trouble shooting. A new cooler will be installed.
For a set-up to be that far off made me suspect. A similiar situation popped up before where a converter mysteriously tightened up 400-600 rpm overnight
After a long talk the problem was narrowed down to quick couple fittings that were installed on the tranny lines. You know the fittings that look like an air hose fitting?? Some can be restrictive to cooler flow.Similar threads
