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Thread: LOCKUP Torque Converter C-6

  1. #1
    Full Access Member idiabuse's Avatar
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    Default LOCKUP Torque Converter C-6


    I have seen the converter and have pics to prove it.
    I spoke with the designer and he is 110% knowlegable,
    the frictions used are OEM FORD Lockup clutch material.
    many different stalls are possible than before.
    Bulletproof front to back.
    Looks like I am purchasing one ASAP for my rig...








    88 F-250 7.3 Super Cab, Banks Sidewinder Turbo, intercooled 15+psi. C-6 Gear Vendors 3.55 Dually All lubricants AMSOIL and coolant by EVANS. Alum Radiator WMO fired, Alcoa wheels, Holley red fuel pump, mallory 4309 bypass regulator, AC secondary filter, Wix 33815 Fuel Filter, 1/2 dia fuel feed/return dual tanks, Amsoil obsolete steel can Bypass Filter. Hydraboost Brakes. 7.3 reman engine all new, ARP studs, turbo rods, balancer,Mahle .020 turbo pistons not shaved. Balanced, Rods resized, crank .010 rods std mains. All seats removed and replaced with one plastic race bucket seat. Rubber floor mat no carpet, Dynomatted.
    Engine transmission, differential built by owner.

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    Northern Utah Rot Box's Avatar
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    Not too bad!

    Sounds like a great upgrade for my brothers Cummins/C6 F350.
    91 F350 - 4x4 - crew cab - 5 speed - captain seats front and rear - 088 ATS - BB injectors - NAPA coolant filter with CAT ELC - South Bend Clutch 13" SMF conversion - 255/85 BFG KM2's - 8' pop-up Four Wheel Camper - clearance lights

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    Robert Paulson Jake_IN's Avatar
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    So what controls the lock up on it?
    If I'm posting, it means I've probably been drinking.

    Amateur radio call sign-KC9RQT

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    give it one winter here in the midsalt errr I mean midwest. We love our salt so much we just throw it on everything.

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    Diesel Junkie FORDF250HDXLT's Avatar
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    ok i'll bite.who makes it?

    8 Burnin' With 6 Turnin'
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    Full Access Member idiabuse's Avatar
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    Quote Originally Posted by Jake_IN View Post
    So what controls the lock up on it?
    deflection, as the torque comes on the stator and turbine seperate a determined amount, applying hydraulic pressure on the lockup clutch plates.

    The designer worked at Chyrsler as transmission designer everything he learned about effiency there and was not able to use on Chrysler units due to shafting the customer he now is free to put to good work in the aftermarket!

    when lockedup there can be as much as 8500lbs of force holding the plates to the clutches, DIRECT DRIVE.


    Javier
    88 F-250 7.3 Super Cab, Banks Sidewinder Turbo, intercooled 15+psi. C-6 Gear Vendors 3.55 Dually All lubricants AMSOIL and coolant by EVANS. Alum Radiator WMO fired, Alcoa wheels, Holley red fuel pump, mallory 4309 bypass regulator, AC secondary filter, Wix 33815 Fuel Filter, 1/2 dia fuel feed/return dual tanks, Amsoil obsolete steel can Bypass Filter. Hydraboost Brakes. 7.3 reman engine all new, ARP studs, turbo rods, balancer,Mahle .020 turbo pistons not shaved. Balanced, Rods resized, crank .010 rods std mains. All seats removed and replaced with one plastic race bucket seat. Rubber floor mat no carpet, Dynomatted.
    Engine transmission, differential built by owner.

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    Robert Paulson Jake_IN's Avatar
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    That is awesome. Thanks!!!
    If I'm posting, it means I've probably been drinking.

    Amateur radio call sign-KC9RQT

    #1 1984 Diesel Ranger with 5sp transmission- mobile piece of rust but I don't plan on selling it anytime soon.

    #2 1991 std.cab F-250 xlt lariat 7.3 idi E4od,Sterling 10.25 with 3.55 gearing, completely stock, 170,000 miles, recently equipped with coolant filter


    #3 Listeroid 8/1 Work in progress

    Quote Originally Posted by argve View Post
    give it one winter here in the midsalt errr I mean midwest. We love our salt so much we just throw it on everything.

  7. #7
    Full Access Member idiabuse's Avatar
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    Quote Originally Posted by FORDF250HDXLT View Post
    ok i'll bite.who makes it?
    will let you know when available, if you look on the first pic the yellow note pad I was the first one to put my information down for availbility so when I hear about it you will be the first to know...





    Javier
    Last edited by idiabuse; 07-04-2011 at 06:34 PM.
    88 F-250 7.3 Super Cab, Banks Sidewinder Turbo, intercooled 15+psi. C-6 Gear Vendors 3.55 Dually All lubricants AMSOIL and coolant by EVANS. Alum Radiator WMO fired, Alcoa wheels, Holley red fuel pump, mallory 4309 bypass regulator, AC secondary filter, Wix 33815 Fuel Filter, 1/2 dia fuel feed/return dual tanks, Amsoil obsolete steel can Bypass Filter. Hydraboost Brakes. 7.3 reman engine all new, ARP studs, turbo rods, balancer,Mahle .020 turbo pistons not shaved. Balanced, Rods resized, crank .010 rods std mains. All seats removed and replaced with one plastic race bucket seat. Rubber floor mat no carpet, Dynomatted.
    Engine transmission, differential built by owner.

  8. #8
    0-60....eventually IDIDieselJohn's Avatar
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    Use to work in Chrysler transmissions eh?

    Ask 'em why he hasn't made a good transmission in the past 30 years. lol


    That lock up torque converter would be sweet to have in my motorhome!


    Jon

    Driving a Diesel adds a whole new meaning to smoking the competitor!

    RETIRED (April 24th 2010) 1990 Ford F250 4x4 Custom, ZF5, L/S 4.10 gears, N/A 7.3L Diesel, 568,808km/377,497miles, still on the original clutch! Original owner. SOON TO BE RESTORED!
    1989 Ford F150 Custom, 300 Straight 6, C6, 2.73 gears, 140,000km/87,000 miles original mileage! Short box on long box frame, A real head turner
    1987 Ford E350 XL, Motorhome 26ft. N/A 6.9L Diesel, C6, 3.54 gears, 277,000km/173,000miles
    1985 Ford E350 Extended Full Panel Cargo Van, N/A 6.9L Diesel, C6, 4.11, 670,000km (419k miles)
    1994 Ford F150 XL, 4x4, 5 speed, 300-6, Reg. Cab. Short Box, 151,000km (94k miles)
    1991 Ford F350 Custom, 4x4, N/A 7.3L Diesel, E4OD, 269,000km (168k miles)
    1998 Buick Century Limited, 3.1L V6, 4T60E, 3.31 gears, 201,000km (125,000 miles) The Daily commuter.


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  9. #9
    Full Access Member idiabuse's Avatar
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    I hope this thread dont get locked cause some swinging joe says this converter is not a fact but just my opinion and lockup cant be done, bla bla bla, and that I am shoving these pictures up his nose...



    Javier
    88 F-250 7.3 Super Cab, Banks Sidewinder Turbo, intercooled 15+psi. C-6 Gear Vendors 3.55 Dually All lubricants AMSOIL and coolant by EVANS. Alum Radiator WMO fired, Alcoa wheels, Holley red fuel pump, mallory 4309 bypass regulator, AC secondary filter, Wix 33815 Fuel Filter, 1/2 dia fuel feed/return dual tanks, Amsoil obsolete steel can Bypass Filter. Hydraboost Brakes. 7.3 reman engine all new, ARP studs, turbo rods, balancer,Mahle .020 turbo pistons not shaved. Balanced, Rods resized, crank .010 rods std mains. All seats removed and replaced with one plastic race bucket seat. Rubber floor mat no carpet, Dynomatted.
    Engine transmission, differential built by owner.

  10. #10
    Full Access Member idiabuse's Avatar
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    Quote Originally Posted by IDIDieselJohn View Post
    Use to work in Chrysler transmissions eh?

    Ask 'em why he hasn't made a good transmission in the past 30 years. lol


    That lock up torque converter would be sweet to have in my motorhome!
    He told me! I already knew it. JOB SECURITY.

    The goverment oked Chrysler vehicles speedometer to be fast by one MPH at 70 mph...

    just one of the thousands of scams pulled behind the icon, no wonder they are in bad shape!
    88 F-250 7.3 Super Cab, Banks Sidewinder Turbo, intercooled 15+psi. C-6 Gear Vendors 3.55 Dually All lubricants AMSOIL and coolant by EVANS. Alum Radiator WMO fired, Alcoa wheels, Holley red fuel pump, mallory 4309 bypass regulator, AC secondary filter, Wix 33815 Fuel Filter, 1/2 dia fuel feed/return dual tanks, Amsoil obsolete steel can Bypass Filter. Hydraboost Brakes. 7.3 reman engine all new, ARP studs, turbo rods, balancer,Mahle .020 turbo pistons not shaved. Balanced, Rods resized, crank .010 rods std mains. All seats removed and replaced with one plastic race bucket seat. Rubber floor mat no carpet, Dynomatted.
    Engine transmission, differential built by owner.

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    Quote Originally Posted by idiabuse View Post
    deflection, as the torque comes on the stator and turbine seperate a determined amount, applying hydraulic pressure on the lockup clutch plates.

    when lockedup there can be as much as 8500lbs of force holding the plates to the clutches, DIRECT DRIVE.
    This is an interesting concept, so the thing is fully automatic then? By your description it seems like it will engage lockup in every gear, including reverse, am I correct? So say you're in 1st gear pulling heavy, the converter flashes and then applies the lockup clutches and stars pulling away, then when she shifts into 2nd gear what happens? The driveline is still under loaded so theoretically the lockup will not disengage at all, am I correct? I assume the designer has provided enough clutch material to handle the fully-locked upshift under heavy load, but your statement about it being OEM Ford clutch material raises a slight concern - what transmission is said clutch material designed to from the factory? Reason for asking is the E4ODs are a bit weak in that department, but I hear the newer 5-spd automatics hold up great to heavy loads - so if it's a 5R110 clutch that he's using then I guess all is good, but if it's E4OD or 4R100 it may not really be the best choice.. Also what disengages the clutch when the driveline load is gone, I see no spring that does that in those pics (of course it may very well be that such a spring is not needed at all)... And finally, what's the cost of one of these things?

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    Official GMM hand model icanfixall's Avatar
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    I'm all on board with this but I have a few questions too. I know the stock E4OD torque converter has 25 square inches of friction material and my triple disc BTS converter has 150 square inches of friction material. We all know the stock converters can do the job till you really load them up. thats why the triple disc is offered. I drove for many years using a stock setup towing heavy too. Now I have no need to ever feel I can't tow anything that my rig will move. This new desing seems like some needed parts are not pictured. I can understand that too. I hope this is the C6 answer to a lockup converter too. I will be watching and thanks for "finding this foe all of us"...
    89 SRW crewcab, Banks Sidewinder Turbo, 8 speed BTS E4OD with a Gear Vendors, Shifts smooth and positive with any load on it. Triple disc torque converter has 150 square inches of friction material, stock has just 25 square inches of material.Transcold Carrier pump helping out Moose Pump and just loven it. 4 inch Straight piped, hydroboost with a 1 5/16 inch master cylinder. 7.3 turbo upgraded motor, ported heads, intake & exhaust manifolds. ARP studs. Block sleeved on all 8. Mahle turbo pistons milled, are 24 to 26 thousands above the deck, then ceramic coated with Tech Line CBX. Line bored and balanced. Decked block. Each piston is 1/4 and 1/3rd gram of each others weight. "BB" injectors. Custom Rodney Red aluminum radiator and running cool. Now it needs my new Hypermax intercooler to help out the famous Moose Pump and a set of Moose Injecters thrown in just for giggles...Double FatMat inside of the crewcab... Nice and quiet too...

  13. #13
    IDI Hound Darrin Tosh's Avatar
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    Quote Originally Posted by Rot Box View Post

    Sounds like a great upgrade for my brothers Cummins/C6 F350.
    Amen Brother!

    So, when will these be available and is there a ball park price? I also wonder when the lock up happens,..Like the E4OD it kicks in about 1/2 way through 3rd gear. When it locks in does it act like an extra gear also?
    Darrin

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    Quote Originally Posted by Darrin Tosh View Post
    I also wonder when the lock up happens,..Like the E4OD it kicks in about 1/2 way through 3rd gear. When it locks in does it act like an extra gear also?
    This actually made me think some more (dangerous activity) - the E4OD converter acts like an extra gear because it's either off or on, there is no in-between with it. The setup Javier is describing here does not have an on/off switch like the E4OD has (that's what the TCS essentially is), instead it relies on what I can best describe as "backpressure buildup" to start pushing the turbine against the converter's front face hard enough for the clutch to start grabbing. This brings up the question of what happens when there is enough force on the turbine to make it come in contact with the clutch friction material, but that force is not enough to make the clutch engage all the way and stop the turbine from spinning with respect to the stator? You know, kinda like how you slip a clutch on a bolt-action transmission, there is some force on it but not enough to "lock" things together - wouldn't this condition wear the converter clutch material prematurely?

    By the way, Javier, I am not trying to rain on the converter builder's parade, I'm just thinking out loud, that's all.

  15. #15
    7.3shrk
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    How much is lost on slippage in these?

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