Photo 3/7 | Banks Billet Torque Converter 002 | The Banks Billet Torque Converter is designed with a nonslip, three-friction-element clutch system that is rated to hold three times the torque of the factory Allison converter. This converter is able to hold 1,800 lb-ft of torque and is said to cut nearly a second off of 0-60 times thanks to its optimized internal design.
Photo 4/7 | Banks Billet Torque Converter 003 | The billet converter gets its name thanks to the machined forged billet steel front cover. This solid foundation provides a precision mating surface to the engine’s flexplate and ensures the lockup clutch remains uncompromised, even under the most severe demands.
Photo 5/7 | Banks Billet Torque Converter 004 | Prior to installation, we filled the converter with 1 quart of Amsoil automatic transmission fluid, per the instructions. Doing this prevents damage that can occur from running dry on the initial startup. We chose Amsoil’s Signature Series ATF due to its increased ability to protect against extreme heat from heavy towing, hauling, and increased engine power—all things we plan to do with this Chevrolet 2500HD truck.
Photo 6/7 | Banks Billet Torque Converter 005 | We had a very difficult time finding the correct bolts for attaching the Allison torque converter to the Duramax flexplate. Sure, we could use the factory bolts, but we were looking for improved performance. Turns out ARP’s part number 230-7305 (converter bolts listed for GM’s 4L60 and 4L80 transmissions) are the exact size needed for the Allison. You’re welcome.
Photo 7/7 | Banks Billet Torque Converter 006 | Installation of the converter is pretty straightforward. Whether you do it with the engine out of the truck and transmission in it, like we did, or vice versa, the process is the same. Carefully lift the converter into place, sliding the drive hub onto the input shaft. It’s important to measure the depth of the original converter before removal so you can be certain the new one is fully seated.