fried tranny&converter
- Thread starter BadA55f0Xxx
- Start date
x2...I went through this alittle while ago also and priced everything out. I needed the OD too.....for the parts I wanted like wide gear ratio, one piece shaft, clutches etc..plus install it cost almost as much as a FB or Lentech. I lucked out finding a deal on a Lentech with what I wanted and I got my converter built to order from Pro-torque....and don't forget a cooler!
The purpose of the lockup design was to temporarily eliminate the normal slippage that occurs with non-lockup transmissions in order to increase gas mileage. Lockup occurs in the torque converter. However, lockup is controlled by the lockup valve, which receives a hydraulic signal from the governor at a predetermined speed. In non-lockup mode, the torque converter has a pump that transmits and multiplies power by pumping oil against an internal turbine which is in turn attached to the transmission input shaft. There is also a fixed stator between the pump and the turbine which redirects the oil returning from the turbine to prevent it from hitting the pump.
For a simple idea of a torque converter in non-lockup mode, imagine two fans, with the first one blowing against another one which is off. The blades on the second fan will also turn, but not as fast as those of the first fan because energy is lost. In lockup mode, there is a clutch that engages between the turbine and the pump to physically connect the two components. Going back to the example of the two fans, now imagine that the shafts of both fans are somehow connected. Both the blades of the second fan will turn at the same speed as those of the first.
For a simple idea of a torque converter in non-lockup mode, imagine two fans, with the first one blowing against another one which is off. The blades on the second fan will also turn, but not as fast as those of the first fan because energy is lost. In lockup mode, there is a clutch that engages between the turbine and the pump to physically connect the two components. Going back to the example of the two fans, now imagine that the shafts of both fans are somehow connected. Both the blades of the second fan will turn at the same speed as those of the first.
The tc is one of the parts I'd do new unless I knew the person selling it very well and actually saw the car ride with it in it.
In addition to PJs explanation on lockup/non-lockup converters, lock up converters producle less heat because the internal slippage is eliminated when locked. You'll also poduce more power and run faster ETs when it's locked (lockup converter is harder on the trans too). Most race cars use lockup and most street cars run non-lockup, but it depends on your car, what your doing with it, and your preference.
In addition to PJs explanation on lockup/non-lockup converters, lock up converters producle less heat because the internal slippage is eliminated when locked. You'll also poduce more power and run faster ETs when it's locked (lockup converter is harder on the trans too). Most race cars use lockup and most street cars run non-lockup, but it depends on your car, what your doing with it, and your preference.
is there anything thats inbetween? I have a SERIOUS transmission cooler so im not worried about heat. the AODE isnt the best transmission in the world but i have to deal with it for now! Im open at any suggestions! How do i determine what stall speed i want?
How exactly does a trans brake work and does the transmission have to be bullitproof to install one?
How exactly does a trans brake work and does the transmission have to be bullitproof to install one?
