Just letting you know you know that the traffic for this video is going to be outta control guys. Yoda has sent us here. And when yoda speaks yoy listen!!!!!
Another one who got here via Al at the Skid Factory. You should give him a discount on his nexy pruchase ;) This was a really good, easy to understand explanation, thanks!
Pete- I have to say YOU convinced me to give Hughes Performance a call (soon!) When I get ready to modify my 440. Your concise but excellent explanation about converters and some of the intricacies was I thought terrific! I WILL be giving Hughes a shot. I also notice Hughes converters seem to be in more and more winning cars! Thanks again.
Another from the skid factory: Not going to subscribe as I'm not interested in building performance automatic cars(Moving into electric:), however I am going to watch the whole 101 series and at least make sure my knowledge is good and I understand what is going on so I can help friends repair their machines. Thank you for the series.
Another one from the skid factory. Great video. I always thought people just went auto for the strip because of gear change times and it was “easier” to stall it up on take off. If you can do a 101 on stall converters that would be great. Keep up the great work. Al speaks highly of your work. Dan.
Please subscribe to our channel so you receive notifications of new content. We have an upcoming episode that takes a closer look at stall speed and explains more in depth what that means. Thanks!!
I just bought the 2500 rpm install for my S10 with the Blue Print Engines 383 with Brodix heads. It pulls the brakes and stalls with stock RV converter.
It is good to see you guys supporting the Peace in the Middle East Movement, by including a turban with every torque converter purchase. 👳♂️ Hahaha great educational video, guy!
Thanks for your question! Yes, you can absolutely notice a difference in transmission function and performance when using a high quality ATF versus generic ATF. A purpose-built high performance (or racing) ATF is going to have unique, high quality high pressure additives in it to help the fluid perform and function properly at the higher line pressures typically associated with most performance-oriented automatic transmissions. These additives help contribute to improved shift firmness and feel, as well as faster clutch pack and band application. These high quality fluids also future unique friction modifier additives, all of which help provide improved lubricity for bearings, bushings, thrust washers, and seals, all while helping to reduce slippage when clutch packs and bands are being applied. Finally, a properly designed high quality ATF will have a much wider viscosity index with a higher temperature threshold before experiencing breakdown of the additive packages within the fluid. This means that in an environment where a transmission is being driven aggressively or needing to operate properly at elevated temperatures, the high quality ATF is going help the transmission live in such an environment. Thanks to the higher temperature properties typically associated with a high quality ATF, the transmission will have less chance of glazing or burning the friction materials, as well as less chance of damaging wear components such as bushings, thrust washers, sealing rings, and seals. Our Xtreme Racing Synthetic Type F fluid that is manufactured specifically for Hughes Performance by High Performance Lubricants features all of these necessary additive packages (and more), all of which add up to one of the highest performing, highest quality fluids currently available in the aftermarket.
Hey, just wondering if i could damage my 4l60e by having the converter constantly locked? I had an issue with my last cheap test box i tried it with and im putting another cheap test one in with a bigger trans cooling system in and was wondering if im missing something
Maybe Hughes could take a 101 coarse! Their converters are junk or a least the ones advertised like in Summit. $550 wasted on the 4500 stall converter. Thought I was getting a very good one, turned out to be high priced cheap junk!
Hi Hughes, awesome video! Just a theoretical question, would it be possible to "turbo/supercharge" the hydraulic fluid entering the torque converter with an external pump to get more torque multiplication on output? Or are the current designs around that 1.8x factor you mentioned near the limit for multiplication?
Great question! Increasing volume and/or pressure to the torque converter will not further enhance the torque multiplication characteristics of a torque converter. In fact, if the charge pressure is too high relative to the fluid that is being fed to a torque converter, the converter will experience excess forward thrust force. This excess force is then applied against the engine thrust bearing and will lead to accelerated wear and/or outright failure of the engine thrust bearing. It's possible to achieve higher rates of torque multiplication, particularly in diesel torque converters, industrial converters, etc. The larger the diameter of the converter, the more torque multiplication the converter is technically capable of generating.
Please subscribe to our channel. We have an upcoming episode that dives into stall speed and explains exactly what that means. If you have any specific questions or information you'd like to know, please let us know. We're happy to help!!
what i don't understand is how it can both slip and multiply torque. wouldn't it slipping or having inefficiency mean that you're losing torque? also, if it's multiplying torque is it doing that by reducing the output speed?
Torque multiplication diminishes as RPM increases due to a change in vortex flow within the converter. Torque multiplication occurs as a result of additional fluid drive force being generated by the stator against the inner impeller fins. We recommend viewing the rest of the series, as we talk about all of this more in depth. 😉
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Yoda sent me. ;-)
I’ve been looking for a vid explaining this forever!
The Skid Factory sent me :D
Me too. Good explanation after 40 years of wondering how.
Just letting you know you know that the traffic for this video is going to be outta control guys. Yoda has sent us here. And when yoda speaks yoy listen!!!!!
From the Skid Factory. Interested in learning more about these things for off-road use.
Let us know how we can help!
Thanks skid factory
Love those tech talks.
Another one who got here via Al at the Skid Factory. You should give him a discount on his nexy pruchase ;)
This was a really good, easy to understand explanation, thanks!
We love Al and The Skid Factory! We're definitely getting him taken care of. ;)
Skid!!!!! interesting facts i never knew how the torque converter worked thank you for sharing your work.
The Skid Factory sent me!! Sounds interesting enough to watch the next installment...4X4 torque converters subbed and rang bell
I already knew a lot, but learned a bunch more....very good!
Pete- I have to say YOU convinced me to give Hughes Performance a call (soon!) When I get ready to modify my 440. Your concise but excellent explanation about converters and some of the intricacies was I thought terrific! I WILL be giving Hughes a shot. I also notice Hughes converters seem to be in more and more winning cars! Thanks again.
Another from the skid factory:
Not going to subscribe as I'm not interested in building performance automatic cars(Moving into electric:), however I am going to watch the whole 101 series and at least make sure my knowledge is good and I understand what is going on so I can help friends repair their machines.
Thank you for the series.
turbo yoda sent me. great information
He sent me here too!!!
Thank you never new how they worked and like the other comments below the Skid Factory sent me here :-)
Another one from the skid factory. Great video. I always thought people just went auto for the strip because of gear change times and it was “easier” to stall it up on take off.
If you can do a 101 on stall converters that would be great.
Keep up the great work. Al speaks highly of your work.
Dan.
Please subscribe to our channel so you receive notifications of new content. We have an upcoming episode that takes a closer look at stall speed and explains more in depth what that means. Thanks!!
TY sent me 👍😎
I just bought the 2500 rpm install for my S10 with the Blue Print Engines 383 with Brodix heads. It pulls the brakes and stalls with stock RV converter.
Great video! Very well explained and easily understandable..... Nice job!
SRC recommend watch great info
Skids sent me
Big Al said we should take a gander.
Al is the best!! :)
Thanks Pete , I think heard Yoda talking about the K factor ; )
Looking forward to more of these videos! :D
It is good to see you guys supporting the Peace in the Middle East Movement, by including a turban with every torque converter purchase. 👳♂️ Hahaha great educational video, guy!
Incredibly smart guy !
new to torque converter technology trying to learn how to know if my converter is correct
Turbo Yoda from "The Skid Factory" sent me.....
Nice Pete...
Great video thanks
Does using high quality ATF help improve the transmission's performance over using generic ATF?
Thanks for your question! Yes, you can absolutely notice a difference in transmission function and performance when using a high quality ATF versus generic ATF. A purpose-built high performance (or racing) ATF is going to have unique, high quality high pressure additives in it to help the fluid perform and function properly at the higher line pressures typically associated with most performance-oriented automatic transmissions. These additives help contribute to improved shift firmness and feel, as well as faster clutch pack and band application.
These high quality fluids also future unique friction modifier additives, all of which help provide improved lubricity for bearings, bushings, thrust washers, and seals, all while helping to reduce slippage when clutch packs and bands are being applied.
Finally, a properly designed high quality ATF will have a much wider viscosity index with a higher temperature threshold before experiencing breakdown of the additive packages within the fluid. This means that in an environment where a transmission is being driven aggressively or needing to operate properly at elevated temperatures, the high quality ATF is going help the transmission live in such an environment. Thanks to the higher temperature properties typically associated with a high quality ATF, the transmission will have less chance of glazing or burning the friction materials, as well as less chance of damaging wear components such as bushings, thrust washers, sealing rings, and seals.
Our Xtreme Racing Synthetic Type F fluid that is manufactured specifically for Hughes Performance by High Performance Lubricants features all of these necessary additive packages (and more), all of which add up to one of the highest performing, highest quality fluids currently available in the aftermarket.
Great video!
Well spoken
mad video thanks mate
Hey, just wondering if i could damage my 4l60e by having the converter constantly locked? I had an issue with my last cheap test box i tried it with and im putting another cheap test one in with a bigger trans cooling system in and was wondering if im missing something
Hughes also make great cams for MoPar.
Maybe Hughes could take a 101 coarse! Their converters are junk or a least the ones advertised like in Summit. $550 wasted on the 4500 stall converter. Thought I was getting a very good one, turned out to be high priced cheap junk!
Hi Hughes, awesome video! Just a theoretical question, would it be possible to "turbo/supercharge" the hydraulic fluid entering the torque converter with an external pump to get more torque multiplication on output? Or are the current designs around that 1.8x factor you mentioned near the limit for multiplication?
Great question! Increasing volume and/or pressure to the torque converter will not further enhance the torque multiplication characteristics of a torque converter. In fact, if the charge pressure is too high relative to the fluid that is being fed to a torque converter, the converter will experience excess forward thrust force. This excess force is then applied against the engine thrust bearing and will lead to accelerated wear and/or outright failure of the engine thrust bearing.
It's possible to achieve higher rates of torque multiplication, particularly in diesel torque converters, industrial converters, etc. The larger the diameter of the converter, the more torque multiplication the converter is technically capable of generating.
Yeah wow! Great question and answer
My Jedi Master sent me here to learn your witchcraft.
would like to know about stall converters
Please subscribe to our channel. We have an upcoming episode that dives into stall speed and explains exactly what that means. If you have any specific questions or information you'd like to know, please let us know. We're happy to help!!
what i don't understand is how it can both slip and multiply torque. wouldn't it slipping or having inefficiency mean that you're losing torque?
also, if it's multiplying torque is it doing that by reducing the output speed?
Torque multiplication diminishes as RPM increases due to a change in vortex flow within the converter. Torque multiplication occurs as a result of additional fluid drive force being generated by the stator against the inner impeller fins. We recommend viewing the rest of the series, as we talk about all of this more in depth. 😉
Torta burgers rule!
Comment for the algs cheers
The Yoda sent me.
me 2
Poor presentation. Didn't start out describing the components, and how they basically work. Started out with an expose on a seal. WTF?