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While this may be several thousand rpm higher than a stock application, remember that the higher stall speeds do not mean that it will be harder to make the vehicle move from a dead standstill in traffic. Mostly recommended for street performance, this converter can be used in certain blown and injected or nitrous equipped monster engines. The converter will propel the car forward normally except when under hard acceleration. Only then will the higher stall speeds become evident. Additionally, the 10" converter can also be used for mud racing and tractor and truck pulling. For the occasional street driven vehicle the 3400-rpm standard or the 9" converter is ideal. Our 9" converters offer a bridge between the 8" competition converter and our 10" street models. These extremely tough converters are ideal for nitrous assisted large displacement engines.

While this may be several thousand rpm higher than a stock application, remember that the higher stall speeds do not mean that it will be harder to make the vehicle move from a dead standstill in traffic. Mostly recommended for street performance, this converter can be used in certain blown and injected or nitrous equipped monster engines. The converter will propel the car forward normally except when under hard acceleration. Only then will the higher stall speeds become evident. Additionally, the 10" converter can also be used for mud racing and tractor and truck pulling. For the occasional street driven vehicle the 3400-rpm standard or the 9" converter is ideal. Our 9" converters offer a bridge between the 8" competition converter and our 10" street models. These extremely tough converters are ideal for nitrous assisted large displacement engines.

An automatic transmission requires a coupling between the engine’s pickup crankshaft and the transmission’s input shaft. And while in a few special applications, like in oval track and marine setups, a direct coupler is used, the majority of all automatic transmission installations utilize a torque converter. In addition to functioning as a fluid coupling between the engine accessories and pickup transmission, a converter provides an additional benefit through multiplying the torque input, much like a gear set. There are a number of parts in a torque converter, three of which give it the basic operating characteristics… the pump, the turbine, and the stator. The pump has rows of curved vanes arranged inside a bowl-shaped casing. The turbine is the part that actually is responsible for turning the transmission-input shaft. Like two electric fans facing each other, one with the power on, and one with the power off working in unison causing the internal rotation. When a car is just beginning to move from a dead stop the pump will be rotating much faster than the turbine. Therefore the oil will be working against the turbine blades with a great deal of force. In the process of passing through the stator, the direction of the flow of the ATF is reversed. If this fluid were simply allowed to re-enter the pump, it would accessories have a tendency pickup to work against the pump’s direction of rotation. Instead the fluid is forced though the stator section of the converter which uses the special shape to reverse the direction of flow.

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