Told ya it was late. 
4R100 Specs?
Sit. Stay.
Joined: Oct 2001
Posts: 18,308
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From: Washington State
A seach through the Super Duty forum should yield something.
What I know is 4=speeds, R=reverse, 100=it is rated to handle 1000lbs of torque.
The torque converter compounds torque at a .72 ratio (crap...don't quote me on that. I'm sittin' here trying to remember and man...it just ain't workin')
All helical gears. Lockup torque converter. Ummm...that's all I can think of right now. My brain is shutting down.
What I know is 4=speeds, R=reverse, 100=it is rated to handle 1000lbs of torque.
The torque converter compounds torque at a .72 ratio (crap...don't quote me on that. I'm sittin' here trying to remember and man...it just ain't workin')
All helical gears. Lockup torque converter. Ummm...that's all I can think of right now. My brain is shutting down.
Posting Guru
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Originally Posted by Monsta
The torque converter compounds torque at a .72 ratio
Fourth gear (overdrive) ratio is 0.71:1, maybe that's what you were thinking of.
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Sure, if you weld the flywheel to the trans input shaft somehow. But that just wouldnt work out very well. The torque converter multiplys torque. I believe the stock one was rated at around 1.9 STR (going off what was said earlier in this post). So its effectively giving the trans 1.9 times the torque the motor is producing.
So you can do about 525 lb-ft of tq at the flywheel before you start to exceed fords recommended maximum torue figures if you kept the stock transmission.
So you can do about 525 lb-ft of tq at the flywheel before you start to exceed fords recommended maximum torue figures if you kept the stock transmission.
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Elder User
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I thought the torque converter was part of the trans? What does the torque converter do? So are you saying the max safe input torque for the trans is 525 ft/ lbs? You said the torque converter multiples torque. What do you mean by that? It multiples it from the engine to the trany or where?
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I could type it out, but its alot easier to just link you to this. If you still have Qs you can ask again.
http://auto.howstuffworks.com/torque-converter.htm
http://auto.howstuffworks.com/torque-converter.htm
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Elder User
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Ok so let me make sure I get this right. The turbine spins fast when the engine is at a high RPM level causing the fluid inside to spin at high velocity. The fluid then hits the stator, which causes the stator and input shaft of the transmission to spin. Is that right? Now I am not a physicist but this seems like a waste of energy. There would undoubtabley have to be losses involved when you use a fluid to spin something indirectly instead of spinning it directly via a device that completely locks the engine and trany together. Simply connecting the engine to the transmission via a clutch that completely locks up (like a locking differential) would seem to be much more efficient. Or am I missing something?
Postmaster
Joined: Oct 2005
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From: WARRINGTON, PA
if you had a lockup clutch, and you came to a stop, you would have to put it in neutral. imagine having a stick shift car and never using the clutch pedal. it'd be like dat.the automatic trans needs the slippage.
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Elder User
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Originally Posted by RACERX7775
if you had a lockup clutch, and you came to a stop, you would have to put it in neutral. imagine having a stick shift car and never using the clutch pedal. it'd be like dat.the automatic trans needs the slippage.
Last edited by SPL Tech; Feb 25, 2007 at 03:43 AM.
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Originally Posted by SPL Tech
That’s why they could come up with a clutch that automatically unlocks below a cretin speed when your coming to a stop and relocks as soon as you try to take off.
At higher speeds, when the torque converter is no longer multiplying engine torque, a clutch is applied that locks the torque converter's input and outputs together, so there is no loss in the torque converter. At lower speeds it unlocks so that the engine won't stall.