On my big block gasser I put access holes in the fire wall to get to the bell housing bolts, then made plugs for them to keep out smoke and possible fires
I have a custom converter shop a hour from my house, I just ordered a custom unit for my new build yesterday, the right converter is a must for sure. Its amazing how little changes in your build will affect which one you need. Btw, putting holes in the floor housing and popping in body plugs is a godsend for Easy and fast removal. Great video
Fantastic video. I've been a stick shift guy my whole life and just started messing with racing slush boxes in my 40s. Picking a torque converter from a catalog might as well be roulette to me.
Haha. Great job! I believe this gang is better educated on converters. Adding the data graph was genius. Now I understand how a car can be more enjoyable to drive with the right converter. Thanks
Having the right converter is probably one of the most important things in the car. Sure just about any converter will work but to get it to work perfectly for your setup is the key. Mark from M&M transmission is a genius with these things
Great vid. I just had circle d repair my converter and had it converted to bolt together. I’m local so they gave me a tour of the shop. Pretty neat to see it all happening.
I picked mine up last August and put it in June of this year, 2600-2800 HP 300mm unit. It definitely helped the truck get moving, 5.7 LS6 Iron Block (5.3 bored out and built like a LS6) For such a heavy vehicle it scoots now.
@@Calvin-Nelson I spent almost 20 years in machining, tooling, metal forming, etc. I have made and seen some wild things, but a torque converter makes anything I have been involved with seem like Legos lol. A marvel of engineering and manufacturing for sure.Take care...
This video is perfect freakin timing lol. Been stressing over buying a converter for my Oldsmobile 455/TH425.The data log was so helpful for me to understand. You da man Calvin
2:53 the Airfoils are actually the piece that imparts energy into the fluid. With the turbine taking the energy out to drive the transmission. The first piece you show is simply a fluid diverter to guide the oil back to the inlet side of the airfoils. You can think of this by imagining the oil as "not rotating" and the other pieces as rotating. I realize it's kind of semantical and not actually that important. But as a aero engineer I had a tick I had to satisfy.
Thanks for the video! I've always wanted to see one of these things dissected with an explanation of what the different parts do. Digging your channel... I'm not a seasoned drag racer or Atlas owner but your content is super interesting none the less, and the way you get deep into the technical details is knowledge that can translate to any platform.
as the pump and turbine come to coupling the stator begins to accelerate to match them for RPM, that's why the stator has a 1 way clutch. The fluid pressure balance between the inflow and outflow from the pump to the converter pump side to the turbine is regulated, and when the TCC valve m0oves it drains 1 side of the converter, the space behind the turbine , causing the pressure in the pump side to apply the converter clutch. the fluid drains through the end of the input shaft, that's why it has that oring to seal it and prevent pump side pressure from getting behind the turbine and preventing converter clutch apply.
Great video! My next door neighbor had a old Dodge? with fluid drive. Manual trans with clutch pedal but you didn't need to push in the clutch at a stoplight. I explained to people that the fluid drive was a torque converter but I was no expert on them and was mostly guessing. I was maybe 17 years old. That was 55 years ago. LOL.
Have you done Torque Converter Flush on Camaro, Challenger and Mustangs from 2015 - Present day ? Most garages only do ATF and Filter change when they take the pan out, they refuse to flush out Torque Converter saying " It May Damage or Destroy the transmission ".
OK, Calvin, I need to correct some of your understanding of how a lock-up clutch works. First of all, the party out held upward a stator and not the converter apply piston. It's job is to multiple the torque and horsepower coming from the engine, sometimes as much as 2.5 times the input. The lock-up clutch is splined to the front of the turbine, which transmits the engine power to the input shaft. The converter clutch piston will contact the front cover of the converter when applied. The atf will enter the converter down through the center of the input shaft and push the piston away from the front cover and pass around the edges of the piston and return to the pump and on to the cooler. When the converter clutch is engaged, the transmission will redirect the. Hope this clears this up. path the atf will travel. The aft that went down the input shaft will now be cut off and exhausted into the pan. The atf the used to pass into the pump is now redirected back into the converter and will push the converter clutch piston onto the front cover and couple the turbine and input shaft straight to the converter. The valving in the pump and / or the valve body will redirect the atf to the converter and also direct atf to the cooler, too.
I appreciate you correcting yourself each time you said transmission instead of torque converter. However, a torque converter definitely changes the output speed and torque of the engine, so all it needs to fit the criteria of a transmission is to stretch the requirement of 'gear set' to include the stator and pump. A CVT gets to be called a transmission and they use belts...
Sorry Calvin, but no duramax ever had a 4l80e, only the Alison. Someone may correct me but I believe the vortex 8100 could be optioned with the 4l80e thought, but most had Alison's too.
Word on the 'net is that if a torque converter sits too long, it can go bad. I think it has something to do with a camshaft. Maybe someone can confirm thiy?
Never been a big transmission buff, and so I'll probably come off sounding like a newbie with a question like this, but why are torque converters common with Automatic transmissions, but you don't deal with this peripheral with manuals really? Unless I'm missing something utterly obvious, theirs no reason you couldn't use a torque converter for a manual application given it's it's own separate drivetrain component between the engine before the trans. Edit* lol, in thinking about it, I guess clutching is one of the main reasons between idle to driving rpms
Yes converter shops repair them all the time. Cut them open on a lathe, disassemble, clean, replace whatever, normally the TQ clutch, weld back together and balance.
Cutting open a used converter with an angle grinder or plasma or gas ax is something some people only get to do once in their lifetime. This is because it is only slightly safer than cutting open a gas tank with said devices. The heat vaporizes the oil and anything flammable in a vapor mixed with the right amount of oxygen goes BOOM. Glad to see you didn't win a Darwin.
I've seen 1/4" torque converter spacing on stock converters that worked fine. But anytime I install a racing converter, I won't go any further if I don't see your specs.
On my big block gasser I put access holes in the fire wall to get to the bell housing bolts, then made plugs for them to keep out smoke and possible fires
I’m pretty sure “Torque Converter” is Calvin’s prison name
😝🤣🤝🤘
I was his cell mate. They call me Limp Mode 😂
You right
😂
@@Calvin-Nelson getting the boys worked up talking about how tight your converter was and how you wanted to make it more loose . Car convicts smh
I have a custom converter shop a hour from my house, I just ordered a custom unit for my new build yesterday, the right converter is a must for sure. Its amazing how little changes in your build will affect which one you need. Btw, putting holes in the floor housing and popping in body plugs is a godsend for Easy and fast removal.
Great video
Fantastic video. I've been a stick shift guy my whole life and just started messing with racing slush boxes in my 40s. Picking a torque converter from a catalog might as well be roulette to me.
For me as well. roulette with 3 bullets lol
Same here. This time around, I got a project car with a slushbox, just so I can learn.
As someone who has never worked with a torque converter, this is massively helpful.
Haha. Great job! I believe this gang is better educated on converters. Adding the data graph was genius. Now I understand how a car can be more enjoyable to drive with the right converter. Thanks
Having the right converter is probably one of the most important things in the car. Sure just about any converter will work but to get it to work perfectly for your setup is the key. Mark from M&M transmission is a genius with these things
Great vid. I just had circle d repair my converter and had it converted to bolt together. I’m local so they gave me a tour of the shop. Pretty neat to see it all happening.
I picked mine up last August and put it in June of this year, 2600-2800 HP 300mm unit. It definitely helped the truck get moving, 5.7 LS6 Iron Block (5.3 bored out and built like a LS6)
For such a heavy vehicle it scoots now.
Kick ass presentation. Now I want to go search for a deep dive on how they're made.
They are a marvel of engineering.
@@Calvin-Nelson I spent almost 20 years in machining, tooling, metal forming, etc. I have made and seen some wild things, but a torque converter makes anything I have been involved with seem like Legos lol. A marvel of engineering and manufacturing for sure.Take care...
Foot on the jack handle, we've all been there! Great video
Thanks mate,, very informative, never ran a stally before. most of my cars have been manuals.. But this up coming project is a 6L 80.
This video is perfect freakin timing lol. Been stressing over buying a converter for my Oldsmobile 455/TH425.The data log was so helpful for me to understand. You da man Calvin
2:53 the Airfoils are actually the piece that imparts energy into the fluid. With the turbine taking the energy out to drive the transmission. The first piece you show is simply a fluid diverter to guide the oil back to the inlet side of the airfoils. You can think of this by imagining the oil as "not rotating" and the other pieces as rotating. I realize it's kind of semantical and not actually that important. But as a aero engineer I had a tick I had to satisfy.
Couldn't help thinking you needed to change your shoes like Mr Rogers lol thank you for the class you're amazing
Thanks for the video! I've always wanted to see one of these things dissected with an explanation of what the different parts do. Digging your channel... I'm not a seasoned drag racer or Atlas owner but your content is super interesting none the less, and the way you get deep into the technical details is knowledge that can translate to any platform.
as the pump and turbine come to coupling the stator begins to accelerate to match them for RPM, that's why the stator has a 1 way clutch. The fluid pressure balance between the inflow and outflow from the pump to the converter pump side to the turbine is regulated, and when the TCC valve m0oves it drains 1 side of the converter, the space behind the turbine , causing the pressure in the pump side to apply the converter clutch. the fluid drains through the end of the input shaft, that's why it has that oring to seal it and prevent pump side pressure from getting behind the turbine and preventing converter clutch apply.
Interesting good to know
Great video! My next door neighbor had a old Dodge? with fluid drive. Manual trans with clutch pedal but you didn't need to push in the clutch at a stoplight. I explained to people that the fluid drive was a torque converter but I was no expert on them and was mostly guessing. I was maybe 17 years old. That was 55 years ago. LOL.
Have you done Torque Converter Flush on Camaro, Challenger and Mustangs from 2015 - Present day ? Most garages only do ATF and Filter change when they take the pan out, they refuse to flush out Torque Converter saying " It May Damage or Destroy the transmission ".
OK, Calvin, I need to correct some of your understanding of how a lock-up clutch works. First of all, the party out held upward a stator and not the converter apply piston. It's job is to multiple the torque and horsepower coming from the engine, sometimes as much as 2.5 times the input. The lock-up clutch is splined to the front of the turbine, which transmits the engine power to the input shaft. The converter clutch piston will contact the front cover of the converter when applied. The atf will enter the converter down through the center of the input shaft and push the piston away from the front cover and pass around the edges of the piston and return to the pump and on to the cooler. When the converter clutch is engaged, the transmission will redirect the. Hope this clears this up. path the atf will travel. The aft that went down the input shaft will now be cut off and exhausted into the pan. The atf the used to pass into the pump is now redirected back into the converter and will push the converter clutch piston onto the front cover and couple the turbine and input shaft straight to the converter. The valving in the pump and / or the valve body will redirect the atf to the converter and also direct atf to the cooler, too.
Very cool! Thanks for putting out great content.
Very informative!
Thanks for the explanation! Actually really helped me understand whats going on!
Nice wagon build
I appreciate you correcting yourself each time you said transmission instead of torque converter. However, a torque converter definitely changes the output speed and torque of the engine, so all it needs to fit the criteria of a transmission is to stretch the requirement of 'gear set' to include the stator and pump. A CVT gets to be called a transmission and they use belts...
Now that I see it I finally understand what’s happening in my RV. I thought what felt like a gear between Drive and OD.
Great explanation! Thank you!
DITO!!!! I HATE droppin transmissions!!!! About the 1500th time the wrench hits the ground in want to throw it!!! ROFLMFAO!!!!
Awesome. Super educational
nice work.
Very nice video Calvin!
Sorry Calvin, but no duramax ever had a 4l80e, only the Alison. Someone may correct me but I believe the vortex 8100 could be optioned with the 4l80e thought, but most had Alison's too.
But 95% came behind a 6.0 or 4.8, and a few Detroit 6.5's
You got a 4l80e in a one ton in the 90 ara big block or 350 also I know that I had a few of them.
@@NonotEver1 but never the duramax lol
So this is where most of the heat is generated in an automatic transmission, the fluid friction in the torque converter.
Yep
Calvin!!, thanks for the Videos
🎉
Plenty good info ! !
gotta 8hp the 4200 supra!
I honestly didn't know they were that complicated
Just put a billet 300mm circle d converter with a 3000 stall in my single cab, she goes l!
Black magic is also what they called me in the changing room in college
It got frostbite
Word on the 'net is that if a torque converter sits too long, it can go bad.
I think it has something to do with a camshaft.
Maybe someone can confirm thiy?
Never been a big transmission buff, and so I'll probably come off sounding like a newbie with a question like this, but why are torque converters common with Automatic transmissions, but you don't deal with this peripheral with manuals really? Unless I'm missing something utterly obvious, theirs no reason you couldn't use a torque converter for a manual application given it's it's own separate drivetrain component between the engine before the trans.
Edit* lol, in thinking about it, I guess clutching is one of the main reasons between idle to driving rpms
Would you still recommend the Jegs xhd for a budget converter or would you suggest save up for a spec'd converter.
They work good in a lot of cases, but I'll say I'm very happy with the circle D. They have been doing great
Awesome, Thanks!
Those shifts sound tight. Did your dad teach you everything?
Pour a beer for that case. All it wanted was to be parted in a Lathe.
Using an old GRM forum phrase, I see. "Your Mileage May Vary."
Yessir!
Watching
What's a torque converter? (My clutch wants to know, lol)
Given the way you opened that up with an angle grinder, I'm guessing this is something you don't repair but rather replace as a whole?
Nope. You can absolutely repair them. I'm just a caveman.
Yes converter shops repair them all the time. Cut them open on a lathe, disassemble, clean, replace whatever, normally the TQ clutch, weld back together and balance.
@@rpturbo Thanks for the heads up!
Alien technology. The Grays have been running 4L80e units for millennia in their craft.
{BA Baracus voice} I pity da foooo that put a 4L80 behind a Dmax! 🤣
(Had Alison A1000's)
Chevy did.
@@timschrock23 - AFAIK, all trucks got A1000's - vans got the 4L85 or 6L90.
Step one to making your torque converter highly efficient: put a manual in your car
I prefer the Tremec Magnum, dual disc clutch and home brew clutch tamer.
But to each his own. Thanks for the video. Good job.
Cutting open a used converter with an angle grinder or plasma or gas ax is something some people only get to do once in their lifetime.
This is because it is only slightly safer than cutting open a gas tank with said devices.
The heat vaporizes the oil and anything flammable in a vapor mixed with the right amount of oxygen goes BOOM.
Glad to see you didn't win a Darwin.
BTW your crazy for touching that trans fluid with your bare hands lol I can't stand that stuff. It absorbs into your skin immediately lol
What would you recommend for a road racing application with heavy downshifting?
I've seen 1/4" torque converter spacing on stock converters that worked fine. But anytime I install a racing converter, I won't go any further if I don't see your specs.
Yeah. Street use is very different than track.
368 days since the twin turbo Cadillac Northstar that was a punch in the gut
We are making plans. At PRI right now working on solutions.
You should make a doghouse in the car so you can pull the trans out of the top.
All 6l80es are set to lock up even at full throttle, it's why most die. Once tuned out they use more fuel but don't fail funnily enough.
If j may be honest. I'd say ditch the convertor and automatic.
Even if that made me slower i would do that
wear rubber gloves dude
Here, I'll join in the efforts to help you break the curse. Torque Converter.. not transmission.