Torque Convertor
Torque Convertor
Lead Driver
Joined: Sep 2006
Posts: 7,907
Likes: 143
I had a baloon failure that caused the torrington bearings to break up and do the rest of the damage.
I now have a diesel 2 disc converter as well as a custom built heavey duty trans for towing in the 12,000 gross range.
The shifting is more precision, the convertor is low stall and the rest is built for heat reduction with high volume fluid pump and other custom parts.
If your looking for race grade then a custom convertor with an anti ballooning plate installed is what you want.
Depends on the application.
A truck is very hard on the average converter due to the weight and the low first gearing torque.
These stock converters are also poor for high RPM above about 5500.
I now have a diesel 2 disc converter as well as a custom built heavey duty trans for towing in the 12,000 gross range.
The shifting is more precision, the convertor is low stall and the rest is built for heat reduction with high volume fluid pump and other custom parts.
If your looking for race grade then a custom convertor with an anti ballooning plate installed is what you want.
Depends on the application.
A truck is very hard on the average converter due to the weight and the low first gearing torque.
These stock converters are also poor for high RPM above about 5500.
Lead Driver
Joined: Sep 2006
Posts: 7,907
Likes: 143
Yes that's what it means.
When it happens to excess, it pushes against the crank and the trans internals because there is very little clearence.
What happens is the crank can wear out the cranks main thrust bearing as well as take out the torrington bearing and it's related parts in the trans.
Race converter that need to take high power loads are built special to control this.
The diesel trucks that make a lot of torque have better built and more expensive converter to also handle this.
I took out a stock replacment converter form my supercharged car application for replacment with a sleightly higher stall version and even see the flex plate/crank bolt head impressions in the conveter indicating there was some expansion pressure there also.
When it happens to excess, it pushes against the crank and the trans internals because there is very little clearence.
What happens is the crank can wear out the cranks main thrust bearing as well as take out the torrington bearing and it's related parts in the trans.
Race converter that need to take high power loads are built special to control this.
The diesel trucks that make a lot of torque have better built and more expensive converter to also handle this.
I took out a stock replacment converter form my supercharged car application for replacment with a sleightly higher stall version and even see the flex plate/crank bolt head impressions in the conveter indicating there was some expansion pressure there also.
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