converters- single disc or multi?

[wreckwriter]

Could someone speak to the differences and advantages of single disc vs multi disc converters?

Thanks!

[GRRRR8]

My understanding is it effects how it locks up just like a clutch. I do know a multi-disc has been tried and did not work.

[Chewy]

Like ones with extra stators?

"Certain converters use a second stator to achieve higher vortex acceleration rates, improving responsiveness."

http://www.hardtail.com/techtips/torqueconverters.html

[Circle-D]

A stock converter has a 12" single disk clutch. It has about 25 square inches of lining. The clutch is applied by fluid from a solenoid in the transmission which gets the command from the computer, so you can program exactly when you want the clutch to come on. When the clutch is not on, the car is moving from fluid transfer between the impeller and turbine. When you put a high performance converter in your car it is a smaller diameter, so the clutch is a smaller diameter also. You loose surface area for the fluid to apply against. A 245MM converter will have a 10" clutch in it and depending on manufacturer have 20-35 square inches of lining. So you are can actually have a weaker clutch than the OE one. Less surface area for the fluid to push against and less clutch area to keep it from slipping. In a multi disk you still use the same 10" lock up piston, but you create a clutch pack with 3 friction surfaces. On my multi disk I get 34 square inches of lining per clutch, totaling over 100 square inches of lining. That is enough to hold a WOT lock up with over 800 RWHP. If you are planing on locking up the converter at the track, a multi disk in a necessity. If you want the ultimate in durability and do a lot of dyno tuning, a multi disk is a necessity. If you plan to stay NA and don't lock up under acceleration, then a single disk is fine. Just make sure you get a good single. Watch out for cheap converters because they will have a clutch that is out of a FWD vehicle and will not last even in mildly modified cars. Our single disk converter uses a billet piston with 35 square inches of lining.

Hope that makes some sense and helps out.

Chris

[Circle-D]

My understanding is it effects how it locks up just like a clutch. I do know a multi-disc has been tried and did not work.

I would like more info on this, what happened??

Chris

[Circle-D]

Like ones with extra stators?

"Certain converters use a second stator to achieve higher vortex acceleration rates, improving responsiveness."

http://www.hardtail.com/techtips/torqueconverters.html

I have seen some dual stator designs on industrial applications and the 4L80 had it in an early model. I have never seen it used in a performance application.

Chris

[GRRRR8]

Give me a few minutes so I can find the article.

[Circle-D]

Give me a few minutes so I can find the article.

OK, but I am timing you!!!

Chirs

[wreckwriter]

I recall it too, the claim was the car wouldn't go over a certain speed, 150 or 160 with the multi-disc.

[GRRRR8]

"Matt @ Tune Time tried a triple disc and had issues with the computer" was the exact wording.

[-Ray-]

A stock converter has a 12" single disk clutch. It has about 25 square inches of lining. The clutch is applied by fluid from a solenoid in the transmission which gets the command from the computer, so you can program exactly when you want the clutch to come on. When the clutch is not on, the car is moving from fluid transfer between the impeller and turbine. When you put a high performance converter in your car it is a smaller diameter, so the clutch is a smaller diameter also. You loose surface area for the fluid to apply against. A 245MM converter will have a 10" clutch in it and depending on manufacturer have 20-35 square inches of lining. So you are can actually have a weaker clutch than the OE one. Less surface area for the fluid to push against and less clutch area to keep it from slipping. In a multi disk you still use the same 10" lock up piston, but you create a clutch pack with 3 friction surfaces. On my multi disk I get 34 square inches of lining per clutch, totaling over 100 square inches of lining. That is enough to hold a WOT lock up with over 800 RWHP. If you are planing on locking up the converter at the track, a multi disk in a necessity. If you want the ultimate in durability and do a lot of dyno tuning, a multi disk is a necessity. If you plan to stay NA and don't lock up under acceleration, then a single disk is fine. Just make sure you get a good single. Watch out for cheap converters because they will have a clutch that is out of a FWD vehicle and will not last even in mildly modified cars. Our single disk converter uses a billet piston with 35 square inches of lining.

Hope that makes some sense and helps out.

Chris

Chris, thanks for the information. This is better than a Wiki entry!

[GRRRR8]

He knows his torque converters and transmissions thats for sure.:theman:

[Circle-D]

Chris, thanks for the information. This is better than a Wiki entry!


He knows his torque converters and transmissions thats for sure.:theman:

Thanks guys!!

Chris

[R.Penguin]

Could someone speak to the differences and advantages of single disc vs multi disc converters?

Thanks!
Don't you already have the Yank 3200? :flash:

[Chewy]

Chris, thanks for the information. This is better than a Wiki entry!

Maybe it needs to be! :cool2:

[SS Enforcer]

Something to watch in the G8's is they will lockup at WOT in 4th and 5th gear over certain speeds unless you have that tuned out of em which isn't hard. We overlooked that on mine and were locking up my Circle D single disc clutch in 4th gear at the strip. Luckily it wasn't in 4th gear for very long. Just ask your tuner to set 4th and 5th gear up the same as 6th regarding lockup and it should be fine.

cheers

[Matt TuneTime]

I would like more info on this, what happened??

Chris Since we don't have PWM control of Lockup ,what happens or how I under stand it is the fluid is dropped out of the converter to fast and it creates a harsh disengagement and it will lock and unlock under normal cruiseand create a bounching Idle , It will however lock under WOT quiet well .

[wreckwriter]

Mine will lock and unlock rapidly enough to chirp the tires in 2nd at WOT. It's being removed as I type this to see if things go back to normal with the stock converter.