The fact you stand by your product is awesome I will be definitely buying one for my third gen F-body build. Driveway Engineer speaks highly of you and your product/ work 💪🏾
So, anyone having a problem with their 6L80e torque converter. What makes YOUR converter better than upgrading to a 6L90 converter, which I've seen as an upgrade to the 6L80e's replacement . Like yours?
Stock pump is. Turbine is not. Ours are fully brazed. That isn’t the comparison I’m making though, against other performance converters on the market where they’ve done nothing or fins are just tack welded on the edge of the fin. There can still be fin failure. I don’t want to walk down the path of making other people look bad makes me look good. I think that makes me look like a jerk. We’re putting out the highest possible quality, with a warranty. I am going to do another video explaining some of this a little better. I kept an example instead of throwing it in the scrap bin. I’ll just change the names, or color rather, to protect the not so innocent.
Actually Billet is cheaper to manufacture than using old cores, I had this discussion with Jim Hughes whom owns Hughes performance the reason is lack of cores nowadays, A billet convertor offers no other advantages
Strongly encourage everyone to go with the version we do that has a billet drive cover. Helps resolve the issue where the thin stamped steel drive cover cones out and reduces lock up clutch surface area. A huge amount of them do this, and people side step the problem by running twin disk ctsv/zl1 which are now unobtainable. Have them in stock, call me at the shop (727)401-4269 $650 shipped $200 core charge. Return label provided. Also do a high stall version for vehicles with an aftermarket cam.
Billet isnt a material. The way you mention it in the vid seems to imply that it is. Billet is a process. All it means is milled from a solid part. If i machined a backplate out of a solid chunk of brass it would still be a billet backplate. Just not a strong one lol. Just saying it maybe should be explained or worded differently in future vids.
Yes "billet" is meaningless unless followed by an alloy and heat treatment process, that matters more when were talking shafts where different alloy makes a significant difference. The drive cover could be stamped 1045 sheet steel and billet 1045 steel would be a significant improvement. So for these parts they don't need further detail. Shafts is really the hill to die on with this. I appreciate the comment and you're correct. When it is important(if it doesn't start problems)I have/will call it out.
billet isn't the best for everytime... look at leaf spring shackles... OEM are stamp forgings... for a reason, fabricated shackles even TWICE the thickness... arn't as good not knocking your products, just implying billet is the absolute best you can buy, and just plain billet... isn't as good as forged with the grain structure able to resist loads vs billet's flat grain orientation
There are various ways to make something stronger. It can be dimensionally larger, better alloy of metal for the intend purpose, various heat treatments, or physical treatments. Oems are masters of “Just good enough” We are talking strictly about a converter. The oem converter is mostly stamped sheet metal of a steel alloy that has good elasticity to aid that process but the end result is not rigid. Manufacturing those same parts out of thicker, better alloys of steel, and a heat treatment process is a significant improvement and beyond sufficient. Not everything can, or is required to be titanium forged in a gigapress. You may not be aware, but billet blanks themselves can be forged via various processes. Just your basic cold rolled versus hot rolled steel of the same alloy has different properties. You could likewise produce a inferior forged part out of recycled Chinese door knobs, the process alone doesn’t ensure quality. All aspects determine the result.
The fact you stand by your product is awesome I will be definitely buying one for my third gen F-body build. Driveway Engineer speaks highly of you and your product/ work 💪🏾
I appreciate your honesty,great explanation on units..When I’m ready for my converter I’ll be contacting you..
I’m here from the Driveway Engineer group.
Usually what goes on transmissions are the clutch packs though, right?
So, anyone having a problem with their 6L80e torque converter. What makes YOUR converter better than upgrading to a 6L90 converter, which I've seen as an upgrade to the 6L80e's replacement . Like yours?
Do you have a website to check out you converters. Or how much you charge. Or do you E40D and C6 converters
Looking for a good billet triple lockup for a street/strip 1200hp twin turbo 6.0 with a 4l80e running a holley terminator x max
Yeah, but do you braze the fins?
How much is your billet converter?
How is your furnace brazing different than stock? Most stock GM converters I've cut open were furnaced brazed.
Stock pump is. Turbine is not. Ours are fully brazed.
That isn’t the comparison I’m making though, against other performance converters on the market where they’ve done nothing or fins are just tack welded on the edge of the fin. There can still be fin failure.
I don’t want to walk down the path of making other people look bad makes me look good. I think that makes me look like a jerk.
We’re putting out the highest possible quality, with a warranty.
I am going to do another video explaining some of this a little better. I kept an example instead of throwing it in the scrap bin. I’ll just change the names, or color rather, to protect the not so innocent.
Actually Billet is cheaper to manufacture than using old cores, I had this discussion with Jim Hughes whom owns Hughes performance the reason is lack of cores nowadays, A billet convertor offers no other advantages
Any billet TC for 8L90?
Where can I buy your converter?
Do you have them available for a 2005 SSR?
Yes, can do that. (727)401-4269 or email Ryan@tampaperformance.com
Would a torque converter cause overdrive to slip and no engine braking when down shifting? In a 700r4
I'd like to buy a converter.
Call shop (727)401-4269 or email ryan@tampaperformance.com
how much to rebuild a 6l80 converter?
Strongly encourage everyone to go with the version we do that has a billet drive cover. Helps resolve the issue where the thin stamped steel drive cover cones out and reduces lock up clutch surface area. A huge amount of them do this, and people side step the problem by running twin disk ctsv/zl1 which are now unobtainable.
Have them in stock, call me at the shop (727)401-4269 $650 shipped $200 core charge. Return label provided. Also do a high stall version for vehicles with an aftermarket cam.
I need a torque converter, how can I contact you
Call me at the shop (727)401-4269 or email me Ryan@tampaperformance.com
You guys see the swaztga
Billet isnt a material. The way you mention it in the vid seems to imply that it is. Billet is a process. All it means is milled from a solid part. If i machined a backplate out of a solid chunk of brass it would still be a billet backplate. Just not a strong one lol.
Just saying it maybe should be explained or worded differently in future vids.
Yes "billet" is meaningless unless followed by an alloy and heat treatment process, that matters more when were talking shafts where different alloy makes a significant difference.
The drive cover could be stamped 1045 sheet steel and billet 1045 steel would be a significant improvement. So for these parts they don't need further detail.
Shafts is really the hill to die on with this.
I appreciate the comment and you're correct.
When it is important(if it doesn't start problems)I have/will call it out.
billet isn't the best for everytime... look at leaf spring shackles... OEM are stamp forgings... for a reason, fabricated shackles even TWICE the thickness... arn't as good
not knocking your products, just implying billet is the absolute best you can buy, and just plain billet... isn't as good as forged with the grain structure able to resist loads vs billet's flat grain orientation
There are various ways to make something stronger.
It can be dimensionally larger, better alloy of metal for the intend purpose, various heat treatments, or physical treatments.
Oems are masters of “Just good enough”
We are talking strictly about a converter.
The oem converter is mostly stamped sheet metal of a steel alloy that has good elasticity to aid that process but the end result is not rigid.
Manufacturing those same parts out of thicker, better alloys of steel, and a heat treatment process is a significant improvement and beyond sufficient.
Not everything can, or is required to be titanium forged in a gigapress.
You may not be aware, but billet blanks themselves can be forged via various processes.
Just your basic cold rolled versus hot rolled steel of the same alloy has different properties.
You could likewise produce a inferior forged part out of recycled Chinese door knobs, the process alone doesn’t ensure quality. All aspects determine the result.