skiracks

truck accessories, sport trucks, ski racks, trailer hitch, towing

An automatic transmission requires a coupling between the engine’s 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 and 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 skiracks 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 have a tendency skiracks 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.

An automatic transmission requires a coupling between the engine’s 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 and 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 skiracks 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 have a tendency skiracks 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.

What happens in these situations is that the converter''s torque multiplication capacity is being utilized to the fullest, rather than relying on pure engine power output. The matter of Stall Speed Vs Flash Point and related driving techniques depends entirely upon the application. This is one area where our company excels and can provide you with personalized technical assistance. Street Strip Converters Probably the biggest mistake a performance enthusiast can make is purchasing the most expensive converter around and the one with the highest stall speed. Too much stall speed can be detrimental. On the street, too high a stall speed will result in poor low-end response and a car that is difficult to drive. The ideal situation occurs when there is an abundance of low-end torque multiplication and the converter stall speed is suited to the power curve of the engine.

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