Torque Converter

[Bill Kondolay]

Koa Man,

I am not ignoring you,no question is stupid, that is how we all learn. I am presently driving my computer guys nuts with my questions.

However if i get into this it will all just start up again. My suggestion is to ask the guys driving trucks with DTT converters about turbo lag ?

If you wish discuss this further please feel free to phone me, i will be happy to talk to you about it.

Bill Kondolay
DTT
1-604-504-4002

 

[Koa Man]

After reading this thread and others on the TDR about torque converters, apparently (trans experts correct me if I'm wrong) there are several ways to measure the efficiency of a torque converter. Here we are talking about coupling efficiency, but there is another factor, torque multipication. Bill and BRoth, do your TC's spool up as quick or faster than the stock converter? Or is torque multiplication efficiency being sacrificed for lockup efficiency? Or does it (torque multipication) even matter? Finally, have the conclusion I have come to, that a TC should have both (high torque multiplication and high lock up efficiency) completely off base? Please help me understand this as I am not a trans expert and hope my questions don't sound stupid to those who are.

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1996 3500 Clubcab SLT, auto, 4. 10 limited-slip, TST #5, 370s, AFC spring kit, Psychotty, Dunrite converter, Trans-Go, Walker 21471, DiPricol EGT, boost & trans temp. gauges, 9 ft. aluminum flatbed and tool boxes with Venco dump. Custom front bumper, Hadley air horn, PowerVision mirrors.

 

[Mopar-muscle]

koa man , lockup efficency should always be 100% , if its not then its slipping and thats not good .

its torque multiplication , in my case , the stock trans coupled to a totally stock cummins is a good combo ( if you like a slow lumbering beast that gets beat by a convert 350 gm diesel ), the TC is engineered to the stock hp specs , once you go away from that you begin to see the weakness of the design .

when stock i had about a 500-600 rpm drop between gears , when the convertor locked ( which didn't happen fast enough ) it would drop close to 400 rpm , in a perfect world the drop at lockup would be almost zero and actually not needed except to keep the trans cool under a heavy load as fluid coupling is only so good.

the more HP i gained the less the rpm drop , except for lock up , i saw , just before i swapped parts i had about a 100 rpm drop between gears at full throttle where i had 500 -600 rpm drop . i was overpowering the design of the factory stator .

as good as the factory design is ( ???) it had its limitation and i found it .