Sorry, but I'd have to test fit it to know. Never installed a TCI. But I wouldn't use two different types of bolts, that would unbalance the assembly.

Rich

 

not trying to hijack but i did a killer write up on fastls1.com in the drivetrain section under a post about my unique gmaod hybrid transmission.has been in april turbo and hi perf mag with 720 rwhp.anyhow under aod update #7 let out some excellent converter info.go check it out .www.ckperformance.com

 

here it is but go there anyhow and check out the pictures of my frankenstein with a transbrake,the stall speed is usually easier to get right.this is because when not using a transbrake engine torque multiplied at the converter and placing a load on the input shaft and planetary gearset gains is multiplied via the ring and pinion and placed against the weight of the vehicle.this allows the energy stored in the driveline to overpower the vehicles braking system and tires easier.this prohibits maximum attainable stall speed.the numerically higher the final drive ratio the more teeth which are in mesh with the ring and pinion with the vehicle stationary.this introduces increased leverage against the braking system and tires.true stall can only be attained with a transbrake or with a vehicle and driveline combination that doesnt allow energy stored in the driveline to overpower the tires at a point where the engine cannot gain any more rpm.i would make an educated guess that with the transbrake applied we may get an additional 400 t0 600 rpms stall speed. this still puts us below the range of the adequate stall speed required for this application.now we also need to know the engine torque at specific rpm levels to estimate the yielded stall speed with a given combination of converter pump turbine and stator.if the converter yields 4000 stall when a load is applied against a stationary turbine shaft and vehicle this doesnt mean the converters hydraulic coupling will be severely compromised at 4000 rpms in overdrive either.but this will cause excessive fuel consumption,engine and final drive rpm as well as increased engine noise and oil temerature.if a vehicle is used on the highway with overdrive and a numerically high final drive stall speed must be kept to a minimum to avoid excessive degradation in converter hydraulic coupling ratio for a given cruise speed.either way we are here to provide the greatest product we can produce as well as assist pro torque in the evolution of their torque converters.either way we have got you covered.
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christoforos Kokkonis,general motors transmission specialist
www.ckperformance.com
street/strip/drag race automatics,planetary gears,shafts,drums ,valve bodies.

e it us but go look at the pictures of my frankenstein.