banks billet flexplate vs Ats billet flexplate
- Thread starter jdlover1
- Start date
The Banks flywheel has not yet been released. So it is not an option at this point. I have never seen the Opie version, however as with everything Opie does, I'm sure it is very nice.
The ATS flywheel will work with any converter. I have one in my daily driver with a 1057 converter. You need a .160 longer bolt to make up for the difference in thickness.
I just weighed a bunch of stuff for you guys. I think I did this once before in a different thread, but here is today' results.
LB7/LLY flywheel assembly: 19.30 lbs
LBZ/LMM flywheel assembly: 20.75 lbs
ATS flywheel assembly: 18.10 lbs (Yep, lighter than the other two)
Last I checked the ATS is a one size fits all, however LB7 and LBZ have different counterweights as illustrated by the data posted above. Bottom line, I wouldn't install one unless I had it balanced with my crank assembly.
IMHO, the stock converter with it's sheet metal cover has bolt pads that vary in height. The stock flywheel assembly makes up for this with it's sheet metal connector, hence the flex is needed to make up for the production tolerances of the stock converter.
Triple converters with billet back covers are much more accurate with regard to heights, hence the flex in my opinion is not needed.
Hope this helps,
Guy
The ATS flywheel will work with any converter. I have one in my daily driver with a 1057 converter. You need a .160 longer bolt to make up for the difference in thickness.
I just weighed a bunch of stuff for you guys. I think I did this once before in a different thread, but here is today' results.
LB7/LLY flywheel assembly: 19.30 lbs
LBZ/LMM flywheel assembly: 20.75 lbs
ATS flywheel assembly: 18.10 lbs (Yep, lighter than the other two)
Last I checked the ATS is a one size fits all, however LB7 and LBZ have different counterweights as illustrated by the data posted above. Bottom line, I wouldn't install one unless I had it balanced with my crank assembly.
IMHO, the stock converter with it's sheet metal cover has bolt pads that vary in height. The stock flywheel assembly makes up for this with it's sheet metal connector, hence the flex is needed to make up for the production tolerances of the stock converter.
Triple converters with billet back covers are much more accurate with regard to heights, hence the flex in my opinion is not needed.
Hope this helps,
Guy
Thanks for the info guy. I knew the ats flexplate required longer bolts for the sc convertor. I am planning on have both flexplates balanced with the motor either aftermarket and stock or both stock flexplates. I emailed opie for a $$ and pics and specs but havent heard back from him yet.
A lot of guys have gotten away without them for a long time.
Heavier trucks that drag race alot probably need them as well as frequent sled pullers.
I have one in my truck.
I have the ATS unit in mine with the S.C. 1057..........20K miles and doin' fine.
JD lover, your thinkin' along the right lines........insurance, man!
JD lover, your thinkin' along the right lines........insurance, man!
Just trying to cut corners on the build but not cutting the wrong corners. btw ed i posted a pic of the tie rod setup to limit motor torque in the johnboy ghetto motormount for ya.
I've already gone way over budget on this build and have to put my foot down on this one. I'll get both stock flex plates I have balanced, save the specs, and if one breaks I'll put on the other and order a billet one then.