The multiple stator tranny’s are a product from the past. The most notable was probably the Buick “Dynaflow”, also known as the dynoflush or dynoslush. They were the best they could do with the technology of their day.
Great advances have been made in turbine design. This has enabled far more efficiency in everything from jet engines to turbo chargers and transmissions torque converters.
The worst place you can cut corners is in the Torque Converter department. Getting a quality converter is like adding a power adder to the engine. Performance goes up because of the torque multiplication.
It’s up to you, but I would not go through the trouble of putting in the 80 without giving it a minimum of a 3,000 stall speed TC with a lockup clutch.
Not all aftermarket TC’s have the lockup clutches. You need a little “umph” to compensate for the taller first gear than the 60.
Give the guys a Midwest Performance Converters a call and ask about the variables. They could better explain the difference between the Auto Zone dual stator TC and what they do. Good luck.
Great advances have been made in turbine design. This has enabled far more efficiency in everything from jet engines to turbo chargers and transmissions torque converters.
The worst place you can cut corners is in the Torque Converter department. Getting a quality converter is like adding a power adder to the engine. Performance goes up because of the torque multiplication.
It’s up to you, but I would not go through the trouble of putting in the 80 without giving it a minimum of a 3,000 stall speed TC with a lockup clutch.
Not all aftermarket TC’s have the lockup clutches. You need a little “umph” to compensate for the taller first gear than the 60.
Give the guys a Midwest Performance Converters a call and ask about the variables. They could better explain the difference between the Auto Zone dual stator TC and what they do. Good luck.
