Alot of the high powered trucks will lose a converter after 10/20 passes and it has nothing to do with the stall. They are losing the converter clutch on the launch. Each time they launch they kill the clutch a little more till it's wasted.
Duraflite
- Thread starter Epileptic GMC
- Start date
76 passes in the 10's and a couple in the 9's in 2009 for our Duraflite without failure. The tranny is still in the truck for the 2010 season without being touched. We're on the third converter, the second one was replaced just before the NHRDA finals just for insurance.
Very happy with it. For a high powered strip truck that sees some street use, I believe it is a great fit.
Very happy with it. For a high powered strip truck that sees some street use, I believe it is a great fit.
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Wonder why are the convert clutches going on the launch? Clutches set too tight? Converter ballooning? Just thinking out loud here ...
my buddy has gone through something like 20 converters with his 48re he is now running a custom single disc converter same as the CSI truck. should have some numbers in the next few weeks
Yes was really hoping to see the Dever truck in Boise last fall but he had a problem at the time. We'll for sure see it at Edmonton, really looking forward to seeing it run in person.
As far as the duraflite goes, like Rob said, it has performed flawlessly for us. I was thinking we were having an issue with TC's but we are getting about what Buck is getting for passes before we have to change, and way better than a number of the dodges. It wil be interesting to see if the guys who are going to a race transmission can make them work. The truck to watch this year in several person's opinion is the Meacham truck out of Tennessee. If he can get it dialed in that truck should be a beast.
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What makes you go through converters is the fact that you stay on it to build boost at the line and you loose a little clutch material every time until its just not good anymore. Too much slippage occurs then.
Wrong
Clutch is not commanded on during launch. Sorry I cannot post any more without giving it away.
Tonight sure was interesting... I took Drakes truck out for a little test drive
this truck is going to give the Drever truck a run for their money We weighed it tonight it weighs 6500 lbs on the dot, new motor runs great, new converter is great... will have some results in a few weeks. Might be at TS possibly in AZ as wellAre you saying there isn't anything in the converter that is making contact with each other that moves the truck? What are the disc made of and how does it work if nothing is contacting each other that can wear out? I'm not an expert in this field but if everyone is wrong then disclose what happens so we all can learn something new. Thanks for your insight.
Just wondering out loud here. But is there any way to get a 4l80e to hold up to the kind of torque a truck in the 9's is making? I don't really see much isse other than getting the trans and converter to hang, I've found a trans brake for it and the pcs controller the duraflite uses could be used.
Bryce
Bryce
What about a turbo 400 cant they be built damn tough?
No overdrive but if you are in the 9's it is not going to be used on the street anyways
No overdrive but if you are in the 9's it is not going to be used on the street anyways
That's why I hadn't mentioned a 400, but a 4l80 share quite a few designs with the 400 and being able to add a trans brake makes it more desireable than the 47re in my book.
Bryce
There is a Chevelle around here with a Duramax in it and it runs a 4L80 IIRC Mike L. built it... but that's in a 3500 car not a 6500lbs truck HUGE difference
You need the overdrive, and then some for fast trucks. The tallest gears for our axles are 3.42. To get to 140mph you need overdrive, or axle conversions.
What I've been curious about is a full race Powerglide with a Gear Vendors OD on it with a tight "open" converter. A 3000 stall would perhaps be right, and shift at 4800. Then click the OD when you get to about 115.
Yes, you'd lose some power without a locking convertor. But the transbrake, lightweight, price and simplicity might make up for it. Certainly not for street.
What I've been curious about is a full race Powerglide with a Gear Vendors OD on it with a tight "open" converter. A 3000 stall would perhaps be right, and shift at 4800. Then click the OD when you get to about 115.
Yes, you'd lose some power without a locking convertor. But the transbrake, lightweight, price and simplicity might make up for it. Certainly not for street.
The glide would be interesting, might be better in the eight mile--don't know. I believe U.S. Gear also makes a bolt on OD for the glide that's said to be stronger than the GV OD. I've been told that GV builds these from internals from Volvo cars--this certainly would hold up long--don't quote me on this.
Fluid coupling. It is a viscous coupling. The disk are there for lock-up. Disk are applied, once truck is at speed or conditions permit, to prevent engine stall.