|
|
 | | TCI® Street Torque Converters | Sizzler® | |
|
| Advertised Camshaft Duration: |
Stock to 260° |
| Rear Gear Ratio: |
Stock to 3.23 |
| Engine Characteristics: |
Smooth Idle, Stock Comp. Ratio |
| Expected RPM Stall Speeds: |
Small Block: |
1500 to 1700 |
| Big Block: |
1700 to 1900 |
|
| This exciting torque converter series is designed with the street rodder and enthusiast in mind. Economically priced, and intended for use in stock or mildly modified engines, the Sizzler® torque converter improves drivability and offers smooth in-gear idle without adversely affecting gas mileage.
| Features: |
- Hardened Pump Hub
- Computer Balanced
- Installation Hardware Included
|
| Benefits: |
- 300-400 RPM Increase in Stall Over Stock
- Quicker Acceleration
- Improved Low-End Power
- Smoother Running
- Fully Streetable (No Modifications Required)
|
TCI® strives to produce the best torque converters in the industry. Part of the process involves ensuring that each unit is built to spec. Regardless of what category or price level it may fall into, every TCI® torque converter is Triple Tested during assembly. Once all the prep work on the component parts has been completed, the impeller is welded to the front cover. Immediately following this process, a pair of dial indicators are employed on a rotating table to verify that the impeller body and pump drive hub remain true. Each unit is then pressurized and subjected to a leak test to confirm the integrity of all the weld seams. Lastly, each unit is computer balanced to reduce annoying and potentially damaging drivetrain vibrations that would occur from an unbalanced torque converter. That's Triple Tested so you can be confident you're getting a torque converter that's ready to roll.
|
| Part # |
Description |
Notes |
| Chrysler |
141538  |
67-'81 Chrysler Torqueflite 727 Non Lock-Up (24-Spline)
|
|
| Ford |
|
441638 |
71-'91 Ford C6 with 1.375" Crank Pilot (289, 302, 351, 400, 429, 460 c.i.)
|
|
|
450738 |
70-Up Ford C4, 10.5" Bolt Circle, 26-Spline, Dip Stick Goes Into Transmission Case
|
|
| GM |
|
242738 |
84-'97 GM 700R4, 30-spline, 1.703" Pilot (will not fit LS1/LS2)
|
2
|
|
241538 |
65-'81 GM TH350, 375 with Small Bolt Pattern (Except Lock-Up)
|
|
Notes
- 2 - Functional lock-up torque converter only for lock-up transmissions.
 | | TCI® Street Torque Converters | Saturday Night Special® | |
|
| Advertised Camshaft Duration: |
Stock to 265° |
| Rear Gear Ratio: |
Stock to 3.23 |
| Engine Characteristics: |
Smooth Idle, Stock Comp. Ratio |
| Expected RPM Stall Speeds: |
Small Block: |
1600 to 1800 |
| Big Block: |
1800 to 2000 |
|
| The popular Saturday Night Special® torque converter delivers premium performance at a reasonable cost. A great choice for show cars and street rods, this converter incorporates many of the manufacturing processes and performance features found in our more expensive full-competition models. Each one is pressure tested and balanced prior to shipment.
| Features: |
- Furnace-Brazed Fins
- Hardened, Pre-Ground Pump Hub
- Computer Balanced
- Installation Hardware Included
|
| Benefits: |
- Excellent Value Quicker Acceleration
- Improved Low-End Power
- Smoother Running
- Fully Streetable (No Modifications Required)
- 400-500 RPM Increase in Stall Over Stock
|
TCI® strives to produce the best torque converters in the industry. Part of the process involves ensuring that each unit is built to spec. Regardless of what category or price level it may fall into, every TCI® torque converter is Triple Tested during assembly. Once all the prep work on the component parts has been completed, the impeller is welded to the front cover. Immediately following this process, a pair of dial indicators are employed on a rotating table to verify that the impeller body and pump drive hub remain true. Each unit is then pressurized and subjected to a leak test to confirm the integrity of all the weld seams. Lastly, each unit is computer balanced to reduce annoying and potentially damaging drivetrain vibrations that would occur from an unbalanced torque converter. That's Triple Tested so you can be confident you're getting a torque converter that's ready to roll.
|
| Part # |
Description |
Notes |
| AMC |
|
751500 |
72-'80 AMC Torque Command 727 Non Lock-Up
|
5
|
| Chrysler |
|
141400 |
62-'66 Chrysler Torqueflite 727 Non Lock-Up (19-spline)
|
5
|
|
141500 |
67-'81 Chrysler Torqueflite 727 Non Lock-Up (24-spline)
|
5
|
| Ford |
|
432700 |
80 & Later Ford AOD, 5.0L, 11.4" Bolt Circle
|
1
|
|
432600 |
80 & Later Ford AOD, 5.8L, 11.4" Bolt Circle
|
1
|
|
433500 |
94 & Later Ford AODE
|
1
|
|
441600 |
71-'91 Ford C6 with 1.375" Crank Pilot (289, 302, 351, 400, 429, 460 c.i.)
|
5
|
|
441612 |
71-'91 Ford C6 with 1.250" Crank Pilot
|
5
|
|
441700 |
66-'84 Ford C6 with 1.850" Crank Pilot (332, 360, 390, 406, 427, 428 c.i.)
|
5
|
|
450600 |
66-'69 Ford C4, 10.5" Bolt Circle, 24-Spline, Dip Stick Goes Into Transmission Case
|
5
|
|
450700 |
70-up Ford C4, 10.5" Bolt Circle, 26-Spline, Dip Stick Goes Into Transmission Case
|
5
|
|
450800 |
66-'69 Ford C4, 11.4" Bolt Circle, 24-Spline, Dip Stick Goes Into Transmission Pan
|
5
|
|
450900 |
70-Up Ford C4, 11.4" Bolt Circle, 26-Spline, Dip Stick Goes Into Transmission Pan
|
5
|
| GM |
|
242600 |
81-'84 GM 700R4, all 200C, 2004R, 27-Spline, 1.703" Crank Pilot
|
1
|
|
242700 |
84-'97 GM 700R4, 30-spline, 1.703" Pilot (Will Not Fit LS1/LS2)
|
1, 3, 9
|
|
242400 |
80-Up GM TH250C & 350C Lock-Up
|
1
|
|
241501 |
65-'91 GM TH400, 425, 375 w/ Wide Bolt Pattern (Except Variable Pitch)
|
5
|
|
241500 |
65-'81 GM TH350, 375 with Small Bolt Pattern (Except Lock-Up)
|
5
|
|
241502 |
65-'81 GM TH350, 375 with Small Bolt Pattern (Except Lock-Up)
|
1
|
|
741500 |
62-'73 GM Aluminum Case Powerglide
|
5
|
|
242700 |
93-'97 GM 4L60E & '97-'05 GM 4L60E C5 Corvette
|
1
|
|
242935 |
98-Up GM 4L60E F-body LS1/LS2 Applications; '99-Up GM 4L60E/4L65E Trucks w/ 4.8, 5.3, 6.0 engines
|
2, 3, 4
|
|
242900 |
91-'99 GM 4L80E
|
1
|
Notes
- 1 - Functional lock-up torque converter only for lock-up transmissions.
- 2 - For Buick, Pontiac, Oldsmobile w/small bolt circle and mounting lugs.
- 3 - LS1/LS2 applications, 1998 & later except Corvette
- 4 - 300mm Diameter Converter
- 5 - Non lock-up
 | | TCI® Street Torque Converters | Breakaway® | |
|
| Advertised Camshaft Duration: |
265° to 280° |
| Rear Gear Ratio: |
3.00 to 3.73 |
| Engine Characteristics: |
Fair Idle, Mild Modifications |
| Expected RPM Stall Speeds: |
Small Block: |
2200 to 2400 |
| Big Block: |
2400 to 2600 |
|
| The first step into serious high performance, the Breakaway® is a great torque converter for moderately modified street machines and weekend racers also used as daily drivers. It provides approximately 2400 to 2600 rpm flash stall with out negatively affecting part throttle driving. Designed for efficiency at highway cruising speeds and to launch hard at wide open throttle, the Breakaway® is a fantastic all-around torque converter.
| Features: |
- Furnace-Brazed Fins
- Needle Bearings
- Hardened, Pre-Ground Pump Hub
- Computer Balanced
- Installation Hardware Included
|
| Benefits: |
- Harder Launches
- Quicker Acceleration
- Improved Low-End Power
- Bolt-In (No Modifications Required)
- 1000+ RPM Increase in Stall Over Stock
|
TCI® strives to produce the best torque converters in the industry. Part of the process involves ensuring that each unit is built to spec. Regardless of what category or price level it may fall into, every TCI® torque converter is Triple Tested during assembly. Once all the prep work on the component parts has been completed, the impeller is welded to the front cover. Immediately following this process, a pair of dial indicators are employed on a rotating table to verify that the impeller body and pump drive hub remain true. Each unit is then pressurized and subjected to a leak test to confirm the integrity of all the weld seams. Lastly, each unit is computer balanced to reduce annoying and potentially damaging drivetrain vibrations that would occur from an unbalanced torque converter. That's Triple Tested so you can be confident you're getting a torque converter that's ready to roll.
|
| Part # |
Description |
Notes |
| AMC |
|
751000 |
72-'80 AMC Torque Command 727 Non Lock-Up
|
6
|
|
751200 |
72-'80 AMC Torque Command 904 Non Lock-Up
|
6
|
| Chrysler |
|
141100 |
62-'66 Chrysler Torqueflite 727 Non Lock-Up (19-spline)
|
6
|
|
141200 |
67-'81 Chrysler Torqueflite 727 Non Lock-Up (24-spline)
|
6
|
|
141276 |
67-'81 Chrysler Torqueflite 727 Non Lock-Up (24-spline)
|
1, 6
|
|
141300 |
72-'80 Chrysler Torqueflite 904 - 998 Non Lock-Up
|
6
|
|
141302 |
72-'80 Chrysler Torqueflite 904 - 998 Non Lock-Up
|
6
|
|
141350 |
82-Up Chrysler Torqueflite 904LU & '91-92 Chrysler A500LU with Slotted Hub
|
2
|
|
141250 |
93-'95 Chrysler A518LU 5.9L (Internally Balanced)
|
2
|
|
141253 |
93-'95 Chrysler A518LU 5.9L (Externally Balanced)
|
2
|
|
141360 |
93-Later Chrysler A500LU with Pump Drive Flats on Hub
|
2, 8
|
|
141256 |
96-1/2 & later Chrysler A518LU
|
2
|
| Ford |
|
441000 |
71-'91 Ford C6 with 1.375" Crank Pilot (289, 302, 351, 400, 429, 460 c.i.)
|
6
|
|
441001 |
71-'91 Ford C6 with 1.375" Crank Pilot (289, 302, 351, 400, 429, 460 c.i.)
|
3, 6
|
|
441100 |
66-'84 Ford C6 with 1.850" Crank Pilot (332, 360, 390, 406, 427, 428 c.i.)
|
6
|
|
441101 |
66-'84 Ford C6 with 1.850" Crank Pilot (332, 360, 390, 406, 427, 428 c.i.)
|
3, 6
|
|
451000 |
66-'69 Ford C4, 10.5" Bolt Circle, 24-Spline, Dip Stick Goes Into Transmission Case
|
6
|
|
451100 |
70-up Ford C4, 10.5" Bolt Circle, 26-Spline, Dip Stick Goes Into Transmission Case
|
6
|
|
451200 |
66-'69 Ford C4, 11.4" Bolt Circle, 24-Spline, Dip Stick Goes Into Transmission Pan
|
6
|
|
451300 |
70-Up Ford C4, 11.4" Bolt Circle, 26-Spline, Dip Stick Goes Into Transmission Pan
|
6
|
|
451301 |
70-Up Ford C4, 11.4" Bolt Circle, 26-Spline, Dip Stick Goes Into Transmission Pan
|
3, 6
|
|
482200 |
68-'71 Ford FMX with 1.375" Crank Pilot, 29-Spline
|
6
|
| GM |
|
242500 |
81-'84 GM 700R4, all 200C, 2004R, 27-Spline, 1.703" Crank Pilot
|
2, 5
|
|
243260 |
82-Up GM 700R4 for S10 & S15 V6, 27-Spline, .825" Crank Pilot
|
5, 6
|
|
242700 |
84-'97 GM 700R4, 30-spline, 1.703" Pilot (Will Not Fit LS1/LS2)
|
|
|
242962 |
84-'97 GM 700R4, 30-spline, 1.703" Pilot (Will Not Fit LS1/LS2)
|
3, 6
|
|
243107 |
84-'97 GM 700R4, 30-spline, 1.703" Pilot (Will Not Fit LS1/LS2)
|
3,7
|
|
241400 |
65-'91 GM TH400, 425, 375 w/ Wide Bolt Pattern (Except Variable Pitch)
|
4, 6
|
|
241100 |
65-'81 GM TH350, 375 with Small Bolt Pattern (Except Lock-Up)
|
6
|
|
241300 |
65-'81 GM TH350, 375 with Small Bolt Pattern (Except Lock-Up)
|
4, 6
|
|
241101 |
65-'91 GM TH350, 400 with Small Pattern
|
3, 6
|
|
241200 |
65-'91 GM TH350, with Wide Pattern
|
6
|
|
240900 |
65-'91 GM TH350, 400 with Dual Pattern
|
6
|
|
240901 |
65-'91 GM TH350, 400 with Dual Pattern
|
3, 6
|
|
741100 |
62-'73 GM Aluminum Case Powerglide
|
6
|
|
741101 |
62-'73 GM Aluminum Case Powerglide
|
3, 6
|
|
741300 |
62-'73 GM Aluminum Case Powerglide
|
4, 6
|
|
741301 |
62-'73 GM Aluminum Case Powerglide
|
3, 6
|
|
242800 |
93-'97 GM 4L60E & '97-'05 GM 4L60E C5 Corvette
|
2, 5
|
|
243107 |
93-'97 GM 4L60E & '97-'05 GM 4L60E C5 Corvette
|
2
|
|
242962 |
93-'97 GM 4L60E & '97-'05 GM 4L60E C5 Corvette
|
2, 3
|
|
242938 |
98-Up GM 4L60E F-body LS1/LS2 Applications; '99-Up GM 4L60E/4L65E Trucks w/ 4.8, 5.3, 6.0 engines
|
2, 7
|
Notes
- 1 - Built with 7/16" x 20 Mounting Lugs (Hemi Style)
- 2 - Functional Lock-Up Torque Converter Only For Lock-Up Transmissions
- 3 - With Heavy Duty Front Anti-Ballooning Plate for Nitrous Applications
- 4 - Special High Stall Unit, Great for Light Vehicles
- 5 - 12" Diameter Converter
- 6 - Non Lock-up (Ford AOD Applications MUST Use TCI 439600 Input Shaft)
- 7 - LS1/LS2 Applications, '98 & Later Except Corvette
- 8 - Flats on Hub
- 10 - 1.806 Pilot
 | | TCI® Street Torque Converters | StreetFighter® | |
|
| Advertised Camshaft Duration: |
280° to 300° |
| Rear Gear Ratio: |
3.55 to 4.56 |
| Engine Characteristics: |
Rough Idle, Large Fuel System, Raised Comp. Ratio |
| Expected RPM Stall Speeds: |
Small Block: |
3000 to 3400 |
| Big Block: |
3400 to 3600 |
|
| Designed with the street racer in mind, this torque converter benefits more radically prepared street machines (those with performance cams, aftermarket carbs and higher compression ratios) to bring the launch rpm in line with the performance enhancements. The StreetFighter® lets you take advantage of horsepower gains found in higher rpm ranges.
| Features: |
- Furnace-Brazed Fins
- Needle Bearings
- Hardened, Pre-Ground Pump Hub
- Computer Balanced
- Installation Hardware Included
|
| Benefits: |
- Higher RPM Launches
- Quicker Reaction Times
- Lower Elapsed Times
- Better Low And Mid-Range Power
- 1000+ RPM Increase in Stall Over Stock
|
TCI® strives to produce the best torque converters in the industry. Part of the process involves ensuring that each unit is built to spec. Regardless of what category or price level it may fall into, every TCI® torque converter is Triple Tested during assembly. Once all the prep work on the component parts has been completed, the impeller is welded to the front cover. Immediately following this process, a pair of dial indicators are employed on a rotating table to verify that the impeller body and pump drive hub remain true. Each unit is then pressurized and subjected to a leak test to confirm the integrity of all the weld seams. Lastly, each unit is computer balanced to reduce annoying and potentially damaging drivetrain vibrations that would occur from an unbalanced torque converter. That's Triple Tested so you can be confident you're getting a torque converter that's ready to roll.
|
| Part # |
Description |
Notes |
| AMC |
|
751400 |
72-'80 AMC Torque Command 727 Non Lock-Up
|
1, 6
|
|
751600 |
72-'80 AMC Torque Command 904 Non Lock-Up
|
1, 6
|
| Chrysler |
|
142100 |
62-'66 Chrysler Torqueflite 727 Non Lock-Up (19-spline)
|
1, 6
|
|
142200 |
67-'81 Chrysler Torqueflite 727 Non Lock-Up (24-spline)
|
1, 6
|
|
142300 |
72-'80 Chrysler Torqueflite 904 - 998 Non Lock-Up
|
1, 6
|
|
142350 |
82-Up Chrysler Torqueflite 904LU & '91-92 Chrysler A500LU with Slotted Hub
|
2
|
|
142360 |
93-Later Chrysler A500LU with Pump Drive Flats on Hub
|
1, 2
|
| Ford |
|
432800 |
80 & Later Ford AOD, 5.0L, 11.4" Bolt Circle
|
2, 9, 10, 11
|
|
432801 |
80 & Later Ford AOD, 5.0L, 11.4" Bolt Circle
|
2, 9, 10, 11
|
|
433200 |
80 & Later Ford AOD, 5.0L, 11.4" Bolt Circle
|
6, 8, 9, 10, 11
|
|
432800 |
80 & Later Ford AOD, 5.8L, 11.4" Bolt Circle
|
|
|
432801 |
80 & Later Ford AOD, 5.8L, 11.4" Bolt Circle
|
|
|
433200 |
80 & Later Ford AOD, 5.8L, 11.4" Bolt Circle
|
|
|
433600 |
94 & Later Ford AODE
|
2, 11
|
|
433800 |
94 & Later Ford AODE
|
2
|
|
456000 |
05-'06 Ford Mustang 5R55S
|
2
|
|
441300 |
71-'91 Ford C6 with 1.375" Crank Pilot (289, 302, 351, 400, 429, 460 c.i.)
|
6, 11
|
|
441301 |
71-'91 Ford C6 with 1.375" Crank Pilot (289, 302, 351, 400, 429, 460 c.i.)
|
3, 6, 11
|
|
441312 |
71-'91 Ford C6 with 1.250" Crank Pilot
|
6, 11
|
|
442100 |
66-'84 Ford C6 with 1.850" Crank Pilot (332, 360, 390, 406, 427, 428 c.i.)
|
6, 11
|
|
442101 |
66-'84 Ford C6 with 1.850" Crank Pilot (332, 360, 390, 406, 427, 428 c.i.)
|
3, 6, 11
|
|
451400 |
66-'69 Ford C4, 10.5" Bolt Circle, 24-Spline, Dip Stick Goes Into Transmission Case
|
5, 6
|
|
451401 |
66-'69 Ford C4, 10.5" Bolt Circle, 24-Spline, Dip Stick Goes Into Transmission Case
|
3, 5, 6
|
|
451500 |
70-up Ford C4, 10.5" Bolt Circle, 26-Spline, Dip Stick Goes Into Transmission Case
|
5, 6
|
|
451501 |
70-up Ford C4, 10.5" Bolt Circle, 26-Spline, Dip Stick Goes Into Transmission Case
|
4, 6
|
|
451502 |
70-up Ford C4, 10.5" Bolt Circle, 26-Spline, Dip Stick Goes Into Transmission Case
|
3, 5, 6
|
|
451505 |
70-up Ford C4, 10.5" Bolt Circle, 26-Spline, Dip Stick Goes Into Transmission Case
|
5, 6, 11
|
|
451700 |
66-'69 Ford C4, 11.4" Bolt Circle, 24-Spline, Dip Stick Goes Into Transmission Pan
|
6, 11
|
|
451900 |
70-Up Ford C4, 11.4" Bolt Circle, 26-Spline, Dip Stick Goes Into Transmission Pan
|
6, 11
|
|
451901 |
70-Up Ford C4, 11.4" Bolt Circle, 26-Spline, Dip Stick Goes Into Transmission Pan
|
3, 6, 11
|
|
482200 |
68-'71 Ford FMX with 1.375" Crank Pilot, 29-Spline
|
6, 11
|
| GM |
|
243015 |
81-'84 GM 700R4, all 200C, 2004R, 27-Spline, 1.703" Crank Pilot
|
2
|
|
243016 |
81-'84 GM 700R4, all 200C, 2004R, 27-Spline, 1.703" Crank Pilot
|
2
|
|
243200 |
82-Up GM 700R4 for S10 & S15 V6, 27-Spline, .825" Crank Pilot
|
2
|
|
243105 |
84-'97 GM 700R4, 30-spline, 1.703" Pilot (Will Not Fit LS1/LS2)
|
2
|
|
243106 |
84-'97 GM 700R4, 30-spline, 1.703" Pilot (Will Not Fit LS1/LS2)
|
2
|
|
242963 |
84-'97 GM 700R4, 30-spline, 1.703" Pilot (Will Not Fit LS1/LS2)
|
3, 6
|
|
242000 |
65-'91 GM TH400, 425, 375 w/ Wide Bolt Pattern (Except Variable Pitch)
|
6
|
|
242001 |
65-'91 GM TH400, 425, 375 w/ Wide Bolt Pattern (Except Variable Pitch)
|
3, 6
|
|
242100 |
65-'81 GM TH350, 375 with Small Bolt Pattern (Except Lock-Up)
|
6
|
|
242101 |
65-'81 GM TH350, 375 with Small Bolt Pattern (Except Lock-Up)
|
3, 6
|
|
241000 |
65-'91 GM TH350, 400 with Dual Pattern
|
6
|
|
241001 |
65-'91 GM TH350, 400 with Dual Pattern
|
3, 6
|
|
741000 |
62-'73 GM Aluminum Case Powerglide
|
6
|
|
741001 |
62-'73 GM Aluminum Case Powerglide
|
3, 6
|
|
243105 |
93-'97 GM 4L60E & '97-'05 GM 4L60E C5 Corvette
|
2
|
|
243106 |
93-'97 GM 4L60E & '97-'05 GM 4L60E C5 Corvette
|
2, 9, 10
|
|
242963 |
93-'97 GM 4L60E & '97-'05 GM 4L60E C5 Corvette
|
3, 6
|
|
242931 |
98-Up GM 4L60E F-body LS1/LS2 Applications; '99-Up GM 4L60E/4L65E Trucks w/ 4.8, 5.3, 6.0 engines
|
2, 7
|
|
242930 |
91-'99 GM 4L80E
|
2, 7, 12
|
Notes
- 1 - Built with 7/16" x 20 Mounting Lugs (Hemi Style)
- 2 - Functional Lock-Up Torque Converter Only for Lock-Up Transmissions
- 3 - With Heavy Duty Front Anti-Ballooning Plate for Nitrous Applications
- 4 - With 9 3/8" Bolt Pattern for Mustang II Applications
- 5 - With 11 7/16" Bolt Pattern But Retains Case Fill Overall Length
- 6 - Non Lock-up (Ford AOD Applications MUST use TCI 439600 Input Shaft)
- 7 - LS1/LS2 Applications, 1998 & Later Except Corvette
- 8 - Must Be Used with TCI® 439600 Non Lock-Up Shaft
- 9 - 10" Converter with 12" Lock-Up Assembly
- 10 - " Converter with 12" Lock-Up Assembly
- 11 - 11.4" Bolt Pattern
- 12 - Billet Cover
| | | TCI® Street Torque Converters | Super StreetFighter® | |
|
| Advertised Camshaft Duration: |
280° to 310° |
| Rear Gear Ratio: |
3.73 to 4.88 |
| Engine Characteristics: |
Rough Idle, Large Fuel System, Raised Comp. Ratio Top End Power |
| Expected RPM Stall Speeds: |
Small Block: |
3500 to 3800 |
| Big Block: |
3800 to 4000 |
|
| This line of performance converters was developed to work with many GM and Ford late model lock-up transmissions. These transmissions can offer many advantages to performance enthusiasts, including lower initial gear ratios and overdrive gear for lower highway rpm and improved mpg. The Super StreetFighter™ lock-up series allows the car owner to have to 4000 rpm stall speeds (depending on application) while still enjoying all the benefits of a mechanical lock-up converter.
| Features: |
- Furnace-Brazed Fins
- Needle Bearings
- Hardened, Pre-Ground Pump Hub
- Computer Balanced
- Installation Hardware Included
|
| Benefits: |
- Higher RPM Launches
- Lower Elapsed Times
- Better Low And Mid-Range Power
|
* Flexplate must be drilled for 7/16" bolts.
TCI® strives to produce the best torque converters in the industry. Part of the process involves ensuring that each unit is built to spec. Regardless of what category or price level it may fall into, every TCI® torque converter is Triple Tested during assembly. Once all the prep work on the component parts has been completed, the impeller is welded to the front cover. Immediately following this process, a pair of dial indicators are employed on a rotating table to verify that the impeller body and pump drive hub remain true. Each unit is then pressurized and subjected to a leak test to confirm the integrity of all the weld seams. Lastly, each unit is computer balanced to reduce annoying and potentially damaging drivetrain vibrations that would occur from an unbalanced torque converter. That's Triple Tested so you can be confident you're getting a torque converter that's ready to roll.
|
| Part # |
Description |
Notes |
| Chrysler |
|
142222 |
67-'81 Chrysler Torqueflite 727 Non Lock-Up (24-spline)
|
1
|
|
142322 |
72-'80 Chrysler Torqueflite 904 - 998 Non Lock-Up
|
1
|
| Ford |
|
433300 |
80 & Later Ford AOD, 5.0L, 11.4" Bolt Circle
|
9,12
9,12
|
|
433300 |
|
|
|
456002 |
05-'06 Ford Mustang 5R55S
|
21
|
|
441302 |
71-'91 Ford C6 with 1.375" Crank Pilot (289, 302, 351, 400, 429, 460 c.i.)
|
3
|
|
441322 |
71-'91 Ford C6 with 1.375" Crank Pilot (289, 302, 351, 400, 429, 460 c.i.)
|
|
|
441321 |
71-'91 Ford C6 with 1.250" Crank Pilot
|
3
|
|
442102 |
66-'84 Ford C6 with 1.850" Crank Pilot (332, 360, 390, 406, 427, 428 c.i.)
|
3
|
|
442122 |
66-'84 Ford C6 with 1.850" Crank Pilot (332, 360, 390, 406, 427, 428 c.i.)
|
3
|
|
451422 |
66-'69 Ford C4, 10.5" Bolt Circle, 24-Spline, Dip Stick Goes Into Transmission Case
|
|
|
451503 |
70-up Ford C4, 10.5" Bolt Circle, 26-Spline, Dip Stick Goes Into Transmission Case
|
3
|
|
451522 |
70-up Ford C4, 10.5" Bolt Circle, 26-Spline, Dip Stick Goes Into Transmission Case
|
|
|
451722 |
66-'69 Ford C4, 11.4" Bolt Circle, 24-Spline, Dip Stick Goes Into Transmission Pan
|
|
|
451922 |
70-Up Ford C4, 11.4" Bolt Circle, 26-Spline, Dip Stick Goes Into Transmission Pan
|
|
|
451902 |
70-Up Ford C4, 11.4" Bolt Circle, 26-Spline, Dip Stick Goes Into Transmission Pan
|
3
|
| GM |
|
243020 |
81-'84 GM 700R4, all 200C, 2004R, 27-Spline, 1.703" Crank Pilot
|
|
|
243110 |
84-'97 GM 700R4, 30-spline, 1.703" Pilot (Will Not Fit LS1/LS2)
|
2
2
|
|
243111 |
84-'97 GM 700R4, 30-spline, 1.703" Pilot (Will Not Fit LS1/LS2)
|
2,15
2,15
|
|
242422 |
80-Up GM TH250C & 350C Lock-Up
|
|
|
242002 |
65-'91 GM TH400, 425, 375 w/ Wide Bolt Pattern (Except Variable Pitch)
|
3
|
|
242022 |
65-'91 GM TH400, 425, 375 w/ Wide Bolt Pattern (Except Variable Pitch)
|
|
|
242102 |
65-'81 GM TH350, 375 with Small Bolt Pattern (Except Lock-Up)
|
3
|
|
242122 |
65-'81 GM TH350, 375 with Small Bolt Pattern (Except Lock-Up)
|
|
|
241002 |
65-'91 GM TH350, 400 with Dual Pattern
|
3
|
|
241022 |
65-'91 GM TH350, 400 with Dual Pattern
|
|
|
741002 |
62-'73 GM Aluminum Case Powerglide
|
3
|
|
741022 |
62-'73 GM Aluminum Case Powerglide
|
|
|
243110 |
93-'97 GM 4L60E & '97-'05 GM 4L60E C5 Corvette
|
|
|
243111 |
93-'97 GM 4L60E & '97-'05 GM 4L60E C5 Corvette
|
|
|
242932 |
98-Up GM 4L60E F-body LS1/LS2 Applications; '99-Up GM 4L60E/4L65E Trucks w/ 4.8, 5.3, 6.0 engines
|
10,11
|
|
242937 |
98-Up GM 4L60E F-body LS1/LS2 Applications; '99-Up GM 4L60E/4L65E Trucks w/ 4.8, 5.3, 6.0 engines
|
10,11,19
|
Notes
- 1 - Built with 7/16" x 20 Mounting Lugs (Hemi Style)
- 2 - Functional Lock-Up Torque Converter Only for Lock-Up Transmissions
- 3 - With Heavy Duty Front Anti-Ballooning Plate for Nitrous Applications
- 9 - Non Lock-up (Ford AOD Applications MUST use TCI 439600 Input Shaft)
- 10 - Ballooning Plate on Trans-Side
- 11 - LS1/LS2 Applications, 1998 & Later Except Corvette
- 12 - Must Be Used with TCI® 439600 Non Lock-Up Shaft
- 15 - 10" Converter with 12" Lock-Up Assembly
- 19 - Billet Steel Front Cover
- 21 - V8 Application Only
| | | TCI® Street Torque Converters | Ultimate StreetFighter® | |
|
| Advertised Camshaft Duration: |
290°+ |
| Rear Gear Ratio: |
3.73+ |
| Engine Characteristics: |
1000+ Horsepower With Power Adders |
| Expected RPM Stall Speeds: |
Small Block: |
3500+ |
| Big Block: |
3800+ |
|
| Our latest line of torque converters designed specifically for extreme street machines. Bridging the gap between our competition series units and our Super StreetFighter™ converters, we introduce the Ultimate StreetFighter™ series.
| Features: |
- Furnace-Brazed & Hand Welded Fins
- Cast Steel Stator
- Needle Bearings
- Dual Bolt Pattern
- Hardened, Pre-Ground Pump Hub
- Computer Balanced
|
| Benefits: |
- Installation Hardware Included
- Higher Torque Multiplications
- Higher RPM Launches
- Lower Elapsed Times
- Suited for Street/Strip Cars Up to 1200 HP
|
* Flexplate must be drilled for 7/16" bolts.
TCI® strives to produce the best torque converters in the industry. Part of the process involves ensuring that each unit is built to spec. Regardless of what category or price level it may fall into, every TCI® torque converter is Triple Tested during assembly. Once all the prep work on the component parts has been completed, the impeller is welded to the front cover. Immediately following this process, a pair of dial indicators are employed on a rotating table to verify that the impeller body and pump drive hub remain true. Each unit is then pressurized and subjected to a leak test to confirm the integrity of all the weld seams. Lastly, each unit is computer balanced to reduce annoying and potentially damaging drivetrain vibrations that would occur from an unbalanced torque converter. That's Triple Tested so you can be confident you're getting a torque converter that's ready to roll.
|
| Part # |
Description |
Notes |
| Chrysler |
|
142206 |
67-'81 Chrysler Torqueflite 727 Non Lock-Up (24-spline)
|
3
|
| Ford |
|
456005 |
05-'06 Ford Mustang 5R55S
|
21
|
|
441303 |
71-'91 Ford C6 with 1.375" Crank Pilot (289, 302, 351, 400, 429, 460 c.i.)
|
3
|
|
451506 |
70-up Ford C4, 10.5" Bolt Circle, 26-Spline, Dip Stick Goes Into Transmission Case
|
3
|
|
451903 |
70-Up Ford C4, 11.4" Bolt Circle, 26-Spline, Dip Stick Goes Into Transmission Pan
|
3
|
| GM |
|
241003 |
65-'91 GM TH350, 400 with Dual Pattern
|
3
|
|
241001 |
65-'91 GM TH350, 400 with Dual Pattern
|
20
|
|
741003 |
62-'73 GM Aluminum Case Powerglide
|
3
|
Notes
- 3 - With Heavy Duty Front Anti-Ballooning Plate for Nitrous Applications
- 20 - Low Stall Configuration
- 21 - V8 Application Only
|