Chevy Torque Converter - Power Spin - Tech

Torque Converters & Camshaft Duration

Q&A With Stanley Poff Of Tci Automotive
CHP: How do you get the correct stall speed for a particular combination?
Stanley Poff:
Give the torque converter manufacturer a lot of detailed information about your car, such as what you will be using it for, the engine size, the camshaft specs, the transmission ratios, and rearend ratio. Remember that as the customer is telling us about his car, we're trying to determine how much power the engine is developing. What is especially helpful is if the customer has any dyno information on his setup.

CHP: How would you define the difference between flash stall and foot-brake stall?
SP:
Flash stall can be determined with the vehicle sitting still and idling in Low gear, then applying full-throttle. When the vehicle begins to move forward, watch the tachometer-that is your flash stall. Foot-brake stall occurs at a stop with the brakes applied and the throttle depressed. As the car begins to move forward, the noted engine rpm is the foot-brake stall. This is also dependent upon how well the brakes hold the car back, the rear axle ratio, and the idle quality of the engine.

CHP: What's the scoop on TCI's new Pro-X billet aluminum bolt-together torque converter for the Powerglide and TH400?
SP:
These torque converters are designed mostly for very high-horsepower combinations, such as 1,500- to 3,000hp engines in the Outlaw 10.5 cars. These engines are running blowers, twin turbos, and such. The bolt-together converter allows the added benefit of being able to disassemble the converter at the track to tune the stall speed up or down 200-400 rpm. Maintenance is also easier to perform with our new bolt-together torque converter. If, for instance, the transmission burns up a High-gear clutch, the converter can be separated for cleaning. There is no need then to send the converter in for a flush.

What is a lockup converter?
Some torque converters have an internal lockup piston that eliminates converter slippage at cruising speeds to enhance fuel mileage. This feature appeared (on a widespread basis) during the '80s on production cars, and the lockup function was activated by the ECM. Transmissions such as the TH350C, 200-4R, 4L60, 700-R4, 4L60E, and 4L80E contain this feature. If you want to install a lockup 200-4R or 700-R4 transmission and converter into an early car (noncomputer control), you can install a TCI 200-4R/700-R4 lockup wiring kit (PN TCI-376600; $80 through Summit).

With the stator and turbine positioned inside the cover, the pump impeller is placed and welded.

JET Performance Torque Challenger 200-4R *Designed to take advantage of low-end torque for heavy trucks and towing applications *Features reduced stall speed for improved towing performance *Increased mileage and lower heat production *Furnace-brazed fins for extra strength*Extra welds on hub assembly *Computer-balanced and pressure-tested *Available lockup models feature Kevlar lockup clutch for added durability

Pro Torque Converter *Unique billet front hub *Welded turbine hub *Hardened billet splines *Furnace-brazed fins *Torrington bearings *New Luk clutch *Solid rivets *Computer-balanced and pressure-tested