Question : Paper clutch? Carbon clutch?

[LeftVentricle]

What do these things mean? What is the difference? I am seeing torque converters on Autozone's website with various stall speeds, most of which say they have a "paper clutch", and one with a 2095 stall and a "carbon clutch". The main difference, at a glance, seems to be weight. The carbon clutch converter weighs something like 11 pounds more. Which should I get in a stock application for a 1996 Century 4T60E? I may occasionally tow a disabled vehicle for a family member, but that's about it for abuse.

And if everyone is going to raise objections about buying a TC from Autozone, then by all means, recommend to me someone who makes a converter for a 1996 4T60E that isn't garbage.

[davida1_hiwaay_net]

I know you've seen this already on the other forum, but for those who frequent here but not there, here's my take on this:

First off, converters for the 125C, 440T4, 4T60E and (non HD) 4T65E are physically interchangeable. Therefore, this model converter fits a huge range of years and vehicle platforms.

There are 3 clutch materials available for these converters.

Paper - this one is for older cars which have an on/off TCC system. This is the 125C and 440T4 and early 4T6E cars. It provides a very high gripping force, but it can't withstand prolonged slipping; and if it slips it will shudder.

Semi Carbon - this cutch has a friction lining which contains carbon and other fibers. It will withstand some slipping. This is for the PWM TCC system used on a few years of the 4T60E. It doesn't grip as hard (for a given application pressure) as the paper, but it can withstand a very slow, slippy engagement without wearing down or shuddering.

Carbon - This one has a carbon clutch lining. It can withstand continuous slipping. Used with the full PWM control, where the ECM commands the TCC to partially lock, and allows controlled but constant slippage under certain conditions. It is the least grippy clutch lining, and requires a transmission that will apply enough pressure to make it work. When used on the 440T4, a solid sleeve replaces the TCC regulator spring. This one is good for boosted cars because if the engine overpowers the clutch it can slip and not be damaged.

A good, competent trans parts supplier (not Auto Zone) can tell you which type clutch you need. It is important to get the correct type, or drivability issues will happen. I would contact Transtar ( www.transtar1.com ).

As for the stall speed, I usually go one range higher than stock. That won't throw the ECM calibration off scale, and will give notacably better take-off.

For what it's worth I used a GM42CW converter in Project Camilla. That's a 1800-2200 stall (depends on engine) with full carbon clutch.

Hope this gives you some pointers!
Sincerely,
David