IMO it's like that- the stock TC has some nuts welded on a stamped cover, and they do offer some mechanical advantage that help the flex plate bolts warp the cover under high torque.
This warpage will only rear it's ugly head in lockup, because the clutch lining is also the seal for the clutch. Now with the clutch applied and warpage the fluid can pass through and the lockup pressure drops, leading to slippage.
Some companies use billet covers in their TCs, some others, like DTT, modify the welds in a way that there is no warping. The result is the same.
That's the reason why I do not think that billet covers are really necessary.
As for the need for multi disks- There are only 2 possible situations; A: The clutch holds or B: it doesn't - So if you have a properly built trans that gives enough pressure to the clutch and a non warping cover you can transfer insane torque with a single disk. (And much more torque than any other clutch in the tranny at the same apply pressure)

Since there are so many ways to skin the cat I like to point out some of the ways that are not so good for marketing because they do not have the right buzzwords like billet or multi-disk, but do work perfectly.

Just my 2c

AlpineRAM

 

My real experience in torque convertors come from big gasser motors.

In these cases, most run non lockup units, so a billet cover is no real help, but we do see better anti ballooning plates.

And I am on the school that the entire transmission must be addressed as a system in order to make these diesel parts last.

I have no dog in this hunt, I am wondering how much is fact and how much is hype with billet covers. It would be interesting again to hear from some of the folks in the industry as to the why and why nots.

Dave

 

I guess what I'm getting at is I want that tork locked up earlier than 48mph,it seem like it makes way to much heat,when the engine feels so strong.Does the transgo kit lower the shift point .When it warms up here in winnipeg beach ,manitoba,I will check my connections,but this trans ran like this since last rebuild.That last trans locked up at 30 mph and accelerated that truck like a bullet,now the truck is sluggish.Iread that tci tork lockup is 900 rpm that seems better then the 1400-1600 I get now.thanks for replies ...happy easter

 

What you want is a more efficient torque converter. Lowering the lock-up speed is not a good idea because there isn't enough drive pressure at low rpms. I think with the shift kit you can adjust your lock up speed. I'll have to look at the instructions again.

 

maybe you need one ,maybe you dont.......dave,the point is not that your clutch will slip and warp the cover from heat build-up.it is that the lugs are welded onto the face of the cover,and sometimes can pull loose or distort just enough to make the stamped cover distort just enough to lose a perfect surface that leads to fluid leaks,pressure drop then slippage...billet covers have the hole drilled and tapped into the material of the cover,and is gonna be a stronger way to bolt up to the flexplate........i just wanted to make sure you had the cause and effect thing in proper order with their line of thinking........regardless if you need it or not,,its gonna be stronger.....bama

 

Another thing to consider is that the extra weight of the billet cover increases the rotational inertia of the driveline substantially. I've always been of the mind that you want anything that spins to be as light as possible within the necessary strength requirements. It makes for a faster, more responsive and longer lasting transmission.

JMO

 

I think it is the same hype as V8 power!!!!!!!!!!!

 

As I understand, the stock torque convertor "flexes" in the front half of the case under load. If you have ever looked at these t/c's, they have six lugs for six bolts.

The front half of the t/c is replaced with a "billet" (one piece steel) case half to prevent distortion. When the cover "flexes" it also distorts and loses surface area to transfor the load with. Distortion allows the t/c clutch to slip and soon leads to contamination of the trans fluid and thereafter, trans death.

Does that make sense?

Ronnie

 

I've run three aftermarket converter and the of course the stocker. The best so far is the DTT converter that in the my truck right now. I also really liked the 1800 rpm stall TCI units that I ran just prior to the DTT. The new DTT doesn't push as hard as TCI unit on the brakes at a stop light. The DTT feels the most driveable and more almost stockish without the high stall flash issues a stocker has. A stocker unit would stall/flash to 3350 rpms, the rest of truck just has to catch-up/keep up with the motor. The stock is junk piece. Any thing over that is better. If you tow consider valve body upgrade as well. I had a BD low stall once, I could do 40 mph, without touching the throttle. A real brake burner.

 

I've always thought that as well. However, I never thought about the billet TC's being heavier than it's regular counterpart. That may be something to think about now. This thread has got me thinking.

 

I run a DTT single disk stamped front cover 89%. Bought it used and it's still going strong. I will say that I would never buy a TCI converter for my truck or my car. Guy has one on his Cummins locally and has had nothing but problems with it. Suncoast seem to perform well I know lots of venders who enjoy that converter. Goerend has the best warranty and does well in many local trucks. One fella has an ATS with a stock valve body and say's it works good for him too. Cant go wrong with the ones I mentioned, but just dont buy a TCI.

-Dustin-

 

About the guy who has the problems, how does he know it's the TC? Does he have any other tranny upgrades? The TC either holds or it doesn't.

 

He's had two with internal defects that TCI replaced. He's running one now and it's lockup chatters like crazy if he tries to haul with it. He basically drives around like a grandma trying not to have to buy a new one. This guy doesnt have many mods done to his truck. I think he might have slid his plate forward a bit, but other than that it's stock. Although it is the lower priced one, I think around $500 or so. Lot's of my Chevy gas V8 car friends have had nasty problems with TCI. I just would never run one. I use a Precision Industries in my Camaro, and DTT in my truck.

-Dustin-

 

TCI and transgo shift kit 1 year no troubles. touch wood. lol. stalls about 1900 and locks up nice and hard @ about 50Km/h if u want it to.

 

I think that depends on how a truck is used. My feeling is if the truck tows regularly then the extra rotating mass is a plus.