Torque Converter Percent?

[StakeMan]

Thanks for the description of the cryo'd input shaft. But I was curious about the broken input shaft in the picture. If you could answer my questions about it, I would appreciate it. Thanks.

Originally posted by StakeMan

I have a few questions about the broken input shaft.



Did it happen with stock line pressures?

How much HP did the truck have?

Was he doing the lock to lock shifts, even in 1st and 2nd gears?

If so did it break during a shift from 1st or 2nd?

 

[tmacc]

Bill,

Thanks for answering the HP question. 275hp is lower than I would have thought. Kind of scary. I'm at the level now. Will have to think hard about any further increases. Yeah, I'm cheap. Want stuff to last a looonnngg time. Blame it on my gaelic heritage.



I knew all those parts in the upgrade kit were important. You just explained why.

Thanks again.

Tom

 

[carson6]

Thank you Bill!

thank you and your crew. Your coustomer service is unsupassed, But if I don't lay off the burnout's maybe I see you sooner than later.

 

[Dave MacArthur]

Fox-



Thanks for the reply. Very clear.



Bill-



If the tires breaking loose doesn't indicate reaching the stall speed, what does? I'm assuming the tires break loose and nothing has broken. I have no plans on doing this. I'm just learning. By the way, is there a brench test to check for stall speed? Also, what's the stall speed of the stock converter? Your 89% converter? Thanks for all the good info.



Ronsram1999-



As good as Bill is at this stuff, he's not the only person on this board qualified to answer transmission posts. I would like to hear from anyone who knows or THINKS he knows(may know) the answer to one of my questions. Trying to insult the members of this board by calling them "shade tree mechanics" just aint going to work. There are plenty of great mechanics here; both those that make a living at it and those who do it for fun.



Dave

 

[JRG]

max hp??

Bill,



Just a question. (or 2)



How do I get by with about 325 hp in a V10?



I would think that tq. would be the "breaker" not the hp.



My transmission needs about 20-30 seconds in the morn just to get the truck moving, but with a gasser it reves higher and I don't ever feel any slip.



I do have the same transmission right?



SO, what would you "guess" would be the max tq of the transmission, stock? Would it matter "at what RPM (line pressure)"?



Just trying to learn more about auto's, seams there are many, many variables.



thanks,



JRG

 

[Strick-9]

Dave,



Stall speed is when the engine is making FULL power and the converter is absorbing 100% of it. There is really no answer to your question, What is the stall speed of the stock TC versus an 89%. Different engines would give you different results.



Here's a little story that might help. I just took a guy out for a test drive. I pulled over and tried to powerbrake it to accelerate hard off the line. My tires would break loose at about 1500 RPM. I usually do this manuver in 4wd, but I don't currently have my front driveshaft in. The true stall speed of the 89% though is up around 2500 rpm for my engine. 400+ HP.



Does that help any?

Chris

 

[pwr2tow]

Dave,

Why is it the DTT guys can use these words but as soon as a none DTT member uses the same words it becomes insulting.



Another question, how can a question be bait unless someone doesn't want to answer the question for they might incriminate themselves.



You DTT guys probably don't like me and thats just fine, I can learn just by reading the posts, but to chastise other members just because they don't have DTT products installed is just childish.



I have no preference whose products someone uses. They worked hard for their money and I hate to see someone buy a product just because they will be chastised for buying from another company.



Ron

 

[Bill Kondolay]

Stakeman,



Input shaft belongs to a friend of mine by the name of wayne.

He was definately not running stock line pressures. His base idle pressure was at 102 psi , full throttle pressure was up about

175psi. 1995 Dodge, wayne had been building transmissions for a lot of years , he retired and then decided he would build up his own transmission up and full lock up valve body. He was showing a friend of his how fast his truck was, it got the shaft on the 2-3 upshift locked up.



It took out the input shaft, pump stator, and his tc. Most of input shafts i see broken are actually a nice clean break right where the feed holes are. I think Piers holds the record for broken input shafts. I think he has broken 4 of them that i know of.



Inside the tc there is a set of dampner springs that seperates the input shaft from the tc lockup clutch lining. THey absorb engine harmonics and act like shock absorbers when the tc goes into lock up. Most high hp dodge rams are more than collapsing those springs in a fraction of a second but having them still provides some shock absorbtion.



A year ago in testing process , we welded up the dampening system . We found with the dampner springs welded up when the tc went into lock up it almost felt like you were being rear ended.

 

[StakeMan]

Thanks. Thats all I wanted to know.

 

[Bill Kondolay]

JRG





V10 transmissions are the same transmission with the exception of slight changes in the vb. I actually use V10 cores when i find them as they have generally seen less abuse than some of the diesel cores out there.



The torque is a killer not only the hp. The diesel industry at one time just as the V10 industry is now , did not have the power enhancements available today. There is a lot of new turbo technology, the torque is being developed much quicker and harder, and the fueling boxes are being built for power but are also being built for drivablility.



No matter what , the diesel makes more torque when the transmission is at its weakest point(low rpms). The V10 makes torque at the high rpms .



All Chrysler transmissions have some form of drainback, some more than others. Its always best to warm your truck up in the mornings in neutral. Drainback does not affect your clutch packs(slipping) but it can hurt your 4th gear piston support, and low and reverse drum. Just because your truck goes into gear in the am does not mean you do not have drainback.



Mark co owner of Diesel Dynamics, had a hard time believing me because every time he put his truck into gear it went into gear instantly. When i was in Vegas last i left my flow meter with Mark and they installed it in his cooler line. What he found out was that eventhough his truck went into gear it was a full minute and 40 seconds before the cooler flow reached full. (2. 8 gallons per minute)



As Mark has a high hp 24 valve with a loud exhaust and he goes in to work at 5am most mornings, he did not want to bother his neighbours, he stared his truck in the mornings and idled the truck out of the neighbourhood.



I will tell you this, Mark now has two mufflers and bothers his neighbours a little rather than not warming it up a little bit.

 

[Greg Boardman-RIP]

My neighbor has a 24V. He likes my four inch exhaust. I get home late and let her idle down every time. Sometimes it is 3AM.

 

[GLASMITHS]

Torque Converter Lock-up

I finally got time to do the loc-unlock-lock test. I tried it first at 2000 rpm. 21/4 mark drop (275-300); Did the same thing at 2500 rpm. With cruise locked out, punch button, od engages, then t/c right? Soooo, if the DTT 89% drops just the width of the needle, then mine is 2 marks (250rpm) looser right?