I had issues with the pump necks cracking, switched to the a500 over drive style and problem went away.

4 link,

yea Eric mine looks exactly like that sometimes, ive gone that high with a 3500 pill, going to try some adjustments on the 4 link for next season, then Lenny said the converter being to tight can cause that to, Ive been fighting the wheelies for a while, I could have a 3300 pill in the break and pull a huge wheelie then put a 3200 in and barley lift the tires off the ground.

Got one of each if I had to get another it would be a coin toss

I had a PTC and Kenny was Good to deal with but it took 4 conv from him to finally get 1 to hold together and get it right for the car. 1st one broke sent back, 2nd time broke it again sent back and asked for a different one set up for no nos as I was tired of breaking them. Got the 3rd one and he forgot to take the nos off the tech sheet and the shop guys built it for nos, it was a turd on motor. Called him again and he was willing to get me whatever I wanted so John Cope told him what I needed and the 4th conv was a Good one but the stall was a little high but I left it along. I was tired of rebuilding and also taking the trans out, 4 times in 1 year, but it is still working to this day 5 years later.
I will try a Lenny conv as my next buy for my other car.

I have an 8" Ultimate that was built for my 408, it never 60' (1.38) within a .1 of the 9.5" converter it replaced. Most of the time it was off .13-.15. When i pulled the 408 down to freshen I discovered my block was flexing so I decided to go a different direction. I found a Indy headed R1 engine that was apart and built a 434 using the block, heads and intake. I called Lenny after dynoing the engine and we talked about the converter. He thought it would be close and wanted me to try it, so I did. It was slipping 18% at the 1/8 and the 60' was in the 1.55 range. On the phone again and Lenny says send it back. He tightened it up 500 rpms, it now runs 1.44 60' and picked some mph.

The thing is it should be low-mid 1.30's IMO with the extra power the new engine added.

Nothing personal to Lenny as I think he's a good guy, but I have about $1600 in this converter and it doesn't work. I've talked to Kenny at PTC and I'm pretty sure that's where it's going to see if he can fix it.

....and that's where I'd have PTC simply build a piece with their parts if that's who you choose for another try.

My original 8" flashed 5800. We loosened it up to 6200. The 60 went from a best of 1.29 to 1.34 and slowed the car. Go fast guy was bummed at the turn of events..... but bracket guy soon figured out that with this piece it would 60 1.34 EVERYWHERE, ALL THE TIME! The car became incredibly predictable and I have to credit that to my marginal success last race season. buuuut, there's a little track that has heads up challenge races, and I wanted my "edge" back so I bought another 8" converter off a member here who shipped it directly to Lenny. We fixed that one up with a lower stall and so far with that piece I've set my best ET to date. I'm going to play with this converter some more, but if I find myself wanting to chase points like last year, the other converter will go back in the car. I have a 9" from our W5 days, but have never tried it with this engine..... I probably should just for kicks.

....I also have been "prodded" to give A1 a try. Might be in the cards one day.

Justin, I would think the best way to remedy this would be to give me a call and discuss it, I am not that hard to get along with. I know there is a little more to this than what has been typed. If you want to get this resolved the right way instead of posting one side of this on here, I would be more than happy to help you out. Ultimate has and always will go out of our way to make sure each and every customer is treated fairly and with respect.

Lenny.. dont all conv slip more in the 1/8
due to not being locked up for much time..
thanks for my conv.. it works well.. but I
dont have much time on it due to injection
issues.. but I think I have that figured out
and will be putting miles on it in the spring

You are correct sir. Unless the car has a lot of gear, data will always show more slippage at the 1/8 because the converter will see more load at that point on the track. The more distance and time down the track gives the converter time to catch up to the crank. Race pac data will show that the most amount of slippage occurs on the shift when it is under a load, in some combos we have seen as much as 50%-60% at that point (IE.-PG, weight, gear-ect)so you can see how ratios, torque and weight affect coupling. It's all about the specific combination you run and optimizing that combo to get it down the track as efficient as possible.

Lenny as I mentioned in the post you quoted I think you're a good guy, I have no reason not to think that. I just posted my experience with your converter, not bashing at all. You obviously build good converters, too many guys running them not to be. I'm sure mine is a good converter, just not right for my application.

I want to echo all of the good words spoken about Ultimate Converter in this thread. I run one of their converters in a Ford project of mine and spoke to Lenny this morning about a torque converter for my 512 pig of a street car. He was completely honest and informed me that, for my application, he did not have the ideal core for the job. He also supplied me a workable option as a backup. I ended up going with PTC because they did have the core I needed in stock, but I never would have gotten there without Lenny's honesty. I suppose one could call that a bit of a pyrrhic sales victory, but I am very grateful for the candor.

Happy to help out Kyle, hope everything works out for you