The basic rule of thumb is; if your engine "comes alive" at say, 3, RPM, then you want a stall converter with about 3, of stall to it.
Most people tend to over cam their cars Big thing is matching stall to your cam. If it requires a stall or we can not tune a cam to run, idle etc without it. Plain and Simple! If your camshaft states an RPM range of , for example, you would want to select a torque with a minimum of 2, RPM stall. For a street car it is wise to also select a torque converter stall speed that is below the engine RPM at 65 MPH to prevent excessive heat build up. Answer: Of the two measurements of torque converter stall, 'Flash Stall' is the most accurate.
Foot-Brake stall is dependant upon too many variables. Flash Stall can be determined a couple of different ways: -With the vehicle sitting still and idling in low gear, apply full throttle. As the vehicle begins its motion forward, notice the RPM hand on the tachometer. That is your Flash Stall. Engine should be very responsive from idle. This measurement of flash stall is best achieved with a full manual transmission.
Answer: This term refers to a converter that contains an internal lock-up piston or device, either friction or mechanical. The only way to increase fuel efficiency in these types of converters is to change clearances, redirect fin angles and usually lower the actual stall speed.
Answer: Yes. You should inspect the old torque converter you are removing for damage to the converter hub that rides in the pump of the transmission.
If you find any wear on the hub at all, you should replace both seal and bushing. If you find no wear at all, you may be fine with just a seal replacement. You should at least do one seal if not both.
A torque converter is a fluid-coupling device that also acts as a torque multiplier during initial acceleration. Because a torque converter multiplies torque, selecting the right one for your vehicle and engine package is important to get all of the available torque to the pavement. Cover the cover also referred to as a front is the outside half of the housing toward the engine side from the weld line. The cover serves to attach the converter to the flywheel engine and contain the fluid.
While the torque converter cover is not actively involved in the characteristics of the performance, it is important that the cover remain rigid under stress torsional and thrust stress and the tremendous hydraulic pressure generated by the torque converter internally. Turbine the converter turbine rides within the cover and is attached to the drive train via a spline fit to the input shaft of the transmission. When the turbine moves, the car moves.
Stator the stator can be described as the "brain" of the torque converter, although the stator is by no means the sole determiner of converter function and characteristics.
The stator, which changes fluid flow between the turbine and pump, is what makes a torque converter a torque converter multiplier and not strictly a fluid coupler. With the stator removed, however, it will retain none of its torque multiplying effect. In order for the stator to function properly the sprag must work as designed: 1 It must hold the stator perfectly still locked in place while the converter is still in stall mode slow relative turbine speed to the impeller pump speed and 2 allow the stator to spin with the rest of the converter after the turbine speed approaches the pump speed.
This allows for more efficient and less restrictive fluid flow. The sprag is a one-way mechanical clutch mounted on races and fits inside the stator while the inner race splines onto the stator support of the transmission. The torque multiplier effect means that a vehicle equipped with an automatic transmission and torque converter will output more torque to the drive wheels than the engine is actually producing.
The details will make all the difference, so to wrap up, the specifics you'll want to consider are: your vehicle weight, engine displacement, compression ratio, cam profile, rearend gear ratio; tire diameter, the type of fuel system, and the transmission model and year. Say it weighs in at around lbs with a cubic-inch engine at compression, running a relatively mild street cam like a Comp H and 3. Or a Chevy 2 door hardtop which weighs about 3, lbs. It would likely use a stall converter, like PN, to get the best performance.
All of the performance torque converters offered by Speedway Motors are engineered to provide improved strength and durability. Designed with heavy-duty heat-treated internals and high-strength bearings, you can expect longer life along with a substantial increase in performance over a factory torque converter. See what Torque Converters are available from Speedway Motors. Products to Compare max of 3 X.
Videos All Videos. How Do Torque Converters Work? How To Choose a Torque Converter. Selecting camshafts are almost just as important and selecting torque converters. For street camshafts, most people just choose a cam that will make the RPM range of the engine PRMs higher than the stock camshaft. This will reduce your bottom end toque peak so you might need a higher stall converter to match the new torque.
Don't do like most people and select the recommended converter but not upgrade your wheel axle to work with the higher stall speed. For example if you build a v8 small block with a a degree at. To make it all work together properly with a small amount of converter slippage you would want at least a 4. If you vehicle has nitrous oxide or a supercharger, that also effect torque converter selection. Engines with added power produce more torque.
Normally stock engines aren't made to withstand that much toque. In order to get the best performance out of your supercharged engine , you want to select a torque converter with a low stall speed range.
If your torque converter stalls to high it could cause it to slip and eventually destroy itself do to too much heat. Matching Gear Ratios Tire diameter and real axle gear ratios are very important when selecting torque converters.
Trap speed rpm will tell you if the converter is operating efficiently when going through the traps. Torque Converter Sizing Torque converter sizing can be pretty confusing. Converters usually range from eleven to twelve inches in diameter all the way down the lowest, 7 inches. The smaller the torque converter you have, the lower amount of fluid that has to get pumped through it. The lower amount of fluid you have the less drag that is being created on the internal of the converter, which lets it stall at higher speeds.
Thats why inch torque converters are rated for racing vehicle applications. You want to try to avoid small torque converters on street cars due to the high stall speeds usually around RPMs and up. If your vehicle is using nitrous over hp or running a blower above 12 psi , or are using a trans-brake, you will want a torque converters that is made to handle the extra power and stresses they will put on the engine.
The extra power generated from those additions will cause your converter to expand in diameter or " balloon ". You will need a torque converter with high quality slators and anti ballooning plates to keep them from expanding. Vaugn from the Chevy Talk forum said, "An anti-balloning plate is used on torque convertors that have a high-input torque - like on diesels or big blocks.
A torque convertor is a fluid clutch - think of two fans pointed at each other, one turned on and the other not powered. The "not-powered" fan will be hooked to the transmission input, the powered fan will be hooked to the motor in this example. Now incase the two fans inside a torque convertor shell, and fill it with fluid.
When the fans are submerged in fluid and one is powered by an engine , they will generate a LOT of hydraulic force - enough force to cause the torque convertor's metal case to literally stretch - or balloon up. So, your convertor's anti-ballooning plate resists this tendency for the torque convertor to "balloon". IF a standard torque convertor is used in a diesel truck or big block equipped truck without the ballooning plate installed on it, it will regularly destroy torque convertors.
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