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ATS Diesel 3029304248 Triplelok Torque Converter

ATS Diesel 3029304248 Triplelok Torque Converter

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2001-2010 GM Duramax 6.6L
Low Price: $1,268.75

Part Number:

Additional Charges

Core Deposit [ $400.00 ]

The manufacture may rebuild or recycle this part from its original core. Core deposits are charged at the time of purchase and then refunded back to you when the core is returned within 30 days.

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Product Information Installation Shipping

ATS Diesel 3029304248 Triplelok Torque Converter

Brand: ATS Diesel
Part#: 3029304248
Application: 2001-2010 GM Duramax 6.6L
Includes: : Triplelok Torque Converter , Mounting Hardware
Weight: 89 lbs
Warranty: 5 Year, 500,000 Mile Limited Warranty - Please Note: ATS Does Not Cover Broken Shafts
Features:• Product Made in America
• Pantented Viskus Clutch Drive System
• Billet Cover with Patented Square Flank Drive
• Increased Oil Flow
• Decreased Transmission Temperatures
• Improved Vehicle Response
• Improved Towing and Driving Ability
• Increased Efficiency
• Increased Reliability
• Supports Increased Torque Loads
• No Slip Design
• 300m Billet Steel Cover
• Custom Stator with High Flow Windows
• Redesigned Spring Dampener
• Viskus Disc CNC Laser Cut Clutch Plates
• Square Tab Construction (Not Round) Clutch Plates
• 3 Clutch Plates
• Runs on Bearings that Wont Wear Out Like Stock Parts
• Plasma Welded for Unsurpassed Strength
• Fully Welded Turbine and Impreller Vanes
• Hardened Turbine Splines
• Unique Bonding Technology to Ensure 100% Chemical Bond (ATS Exclusive Clutch Formulation)
• Optimized Factory Stall Speed (Mid Stall)
Manufacturer Info: TripleLok Torque Converter - 2001-2010 GM Part # 3029304248 TripleLok Torque Converter - 2001-2010 GM The TripleLok Torque Converter for 2001 to 2010 Allison is the only Diesel torque converter on the market that has been awarded two patents from the United States patent office. There is no other torque converter offered anywhere that can make this claim. The 30 square drive tabs that are precision CNC cut into the billet cover is only one of the many patented aspect of the TripleLok converter. ATS engineered a unique two piece design that not only allows us to cut precision radial flank drive lugs into the cover but also utilizes a plasma weld ensuring an unmatched quality standard. The patented radial flank drive tabs virtually eliminate the wear that is common with all other round tab multi-disc torque converters. This is the number one reason ATS can offer a 5 year warranty on all our torque converters. Features of the TripleLok torque converter are: -Billet Cover with Patented square Flank Drive -Square Tab Construction (Not Round) -Triple Disc CNC Laser Cut Clutch Plates -Billet Piston with Patented flank drive tab design -Proprietary ATS exclusive Clutch Formulation with unique bonding technology (ensures 100% chemical Bond) -Redesigned Spring Dampener supports increased extend torque loads -4340 Harden turbine splines provide longevity due to engine torsional stress -Fully Welded Turbine and Impeller Vanes -CNC Stator with High Flow Windows Increase Oil Flow providing increase efficiency -Full Roller Bearing Construction Between High Load Areas -4340 CNC cut Pump Drive Hub lock into Impeller Housing and Plasma welded for unsurpassed strength. There are a few things that I would like to tell you about this torque converter. In 1999 the first Diesel multiple disc converter was developed utilizing round tabs to connect the clutch plates to the cover. We soon realized this to be a problem, after several thousand miles the outer plate would start to hammer into the billet cover due to the engine piston pulsations. These pulsations are engine torsional loads that will destroy a converter and flex plate. We soon invented and patented the Square tab design that you can see and only get from ATS today. The Radial Flank Square Tab is the back bone of the ATS TripleLok and FiveStar torque converter, all ATS multiple Disc converters are 100% square tab construction. The Billet cover provides a multitude of benefits, having the thick steel cover provides a base that will not flex. This is very important when needing a flat surface for the Lock-up clutches to couple with, this is also very important during times when there are high pressures created inside the converter due to extended load times when the converter is in a vortex flow. This pressure will cause the converter to balloon and the thrust bearings to get out of alignment causing converter failure. The triple clutch lock-up system is used to transfer torque from the engine to the transmission during high power applications when the converter is in lock-up. The triple clutch provides three times the torque capacity of a standard single disc converter and ensures there will be no slipping during hard accelerations or when pulling heavy loads. There are basically two areas of operation in a torque converter. The fluid coupling portion and the lock-up portion. The fluid coupling section is the operation that takes place when you accelerate from a stop when the engine is spinning and the vehicle wheels are not moving or just starting to move. As you push on the accelerator pedal and the vehicle starts to move this is considered the torque converter stall speed. Once the stall speed is reached and the vehicle starts to move forward the converter is in what we refer to as the VORTEX flow condition of the converter cycle. The VORTEX flow cycle is one of the most important and over looked segments of a converter. When in this cycle the impeller is picking up fluid and slinging it into the turbine. As the turbine catches the accelerated fluid the turbine is forced to spin turning the input shaft of the transmission. After the fluid is spun through the turbine it is redirected into the Stator. At this point the Stator must redirect the fluid back into the impeller in an efficient manner or the converter will build excessive heat and acceleration will be poor. This is the magic of the Stator, A stator MUST be designed properly or the fluid coupling of the converter will be poor and drive-ability and acceleration will suffer. This is in a large part what you will experience from a stock converter. The construction of the stator is a key component in the TripleLok converter, we CNC machine the stator to allow fluid to be picked up from the turbine in a manner that will not disrupt the fluid flow and efficiently change the fluid direction so it will be channeled into the impeller with out tumbling. Comprehensive computer annalists are used to achieve the perfect vane profile providing optimal stall speed while maximizing torque multiplication. How the ATS Mixed-Flow Stator works - TripleLok® Torque Converter The stator design controls stall speed and determines torque multiplication of a Torque Converter. The ATS Mixed FLow Stator is designed to be most efficient through the torque band of the Diesel engine. Along with the Five Clutch Viskus Drive lockup section and full billet cover and piston construction, the five clutches of the Five Star Viskus Clutch Drive Torque Converter are designed to transfer power through the converter along with the conventional fluid coupling portion of the torque converter. By designing a stator that works with the Viskus Clutch Drive you have that smooth power transfer that has not been possible in the past. The efficiency of the converter eliminates the heat and contamination that exist in the factory converter. When other features are desired, like engine braking, enhanced shift strategies, increasing the power handling capability of the transmission etc., you will need to add a few more products. An example of this would be an exhaust brake. The exhaust brake does an excellent job of slowing the engine, but it does nothing to transfer the retarding force (braking effort) of the engine to the wheels when the torque converter is not locked up. The Five Star Viskus Clutch Drive aids in this condition due to it's unique Viskus Clutch Drive technology and the design of the Mixed Flow stator.In order to effectively use 100% of the retarding force of the engine, you must lockup the torque converter clutch. To lockup the converter clutch, you must send the signal to the valve body in the transmission. Using stock electronics, the lockup signal to the transmission will not be sent when the accelerator pedal is at the idle position, creating another problem. The ATS Co-Pilot comes in handy for this; it sends the signal to the converter clutch via the valve body to turn on the lockup clutch of the converter along with sending the signal to the exhaust brake. The Co-Pilot also automatically releases the brake and lockup clutch when the desired release speed is reached.

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