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The torque converter serves two primary functions. First, it acts as a fluid
coupling connecting engine rotational power to the transmission’s input shaft; and
second, it multiplies torque from the engine when additional performance is desired.
The torque converter consists of three basic elements: the impeller or pump
(driving member), the turbine (driven member), and the stator (reaction member).
The converter cover is welded to the impeller to create a sealed assembly consisting
of these three elements filled with oil from the transmission pump. The converter
cover is bolted to the engine flywheel and therefore rotates at engine speed.
When the engine is running, the converter impeller acts as a centrifugal
pump, picking up oil at its center and discharging this oil at its outer rim, between
the impeller blades. The oil discharged by the impeller strikes the blades of the
turbine, delivering a rotational force on the turbine, causing the impeller to try to
turn in the same direction as engine rotation. The turbine is splined to the
transmission input shaft. At idle or lower engine speeds, the force of the oil
discharged by the impeller is not great enough to turn the turbine with any degree
of efficiency. This allows the vehicle to remain motionless with the transmission
engaged in gear. As engine speed increases, the force of the oil leaving the impeller
increases, resulting in greater force acting on the turbine and therefore the
transmission input shaft.
After the oil has imparted its force to the turbine, it follows the blades of the
turbine, leaving the turbine at its center, spinning in a direction opposite engine
rotation. If the oil leaving the turbine was allowed to re-enter the impeller in this
counter-rotating state it would impart a force on the impeller, acting against the
engine’s rotation, greatly reducing the effective output of the engine. (This is what
can happen when a converter sprag fails). To prevent this from happening, the
stator assembly is added.
The stator is located between the impeller and turbine and is splined to a
non-rotating stator shaft of the transmission. The stator generally incorporates a
sprag or roller clutch, which is a one way clutch element that would allow the stator
to rotate in the same direction as engine rotation, but prevent it from rotating in the
opposite direction. The purpose of the stator is to redirect the oil returning from the
turbine to the impeller, changing its direction of rotation back to the same direction
as the engine rotation. The energy of the redirected oil acts on the impeller in the
same direction as engine rotation, thereby multiplying the torque output of the
engine. This is what is known as vortex flow inside the torque converter.
As both engine speed and transmission input shaft (turbine) speed increase,
the oil leaving the rotating turbine acts on the back side of the stator blades, causing
it to begin to freewheel (on its sprag or roller clutch) in the same direction as the
engine and turbine are rotating. When the stator freewheels, the torque converter
ceases to multiply torque and becomes simply a fluid coupling between engine and
transmission. This is what is known as rotary flow inside the torque converter.
Summary
How do I get the Right Converter?
When ordering a torque converter for your race car, it is almost impossible
to give your converter builder too much information. The things that the builder
must know include but are not limited to:
• What type of racing do you do, or how the vehicle is used (brackets, heads-
up, throttle stop racing, full or pro-tree, street strip, quarter or eighth mile,
etc).
• How the car is staged (foot brake, transmission brake, 2-step, throttle
controller).
• Horsepower and torque characteristics of your engine. Dyno sheets are best
if they are available. ALWAYS PROVIDE MEASURED RESULTS
INSTEAD OF CORRECTED!! (Especially important if you race and have
had the engine dyno’d at higher altitudes) ESTIMATES OF
HORSEPOWER AND TORQUE USUALLY RESULT IN AN ESTIMATE
OF WHAT YOU NEED IN A TORQUE CONVERTER!!!!
• Engine specifications (displacement, compression ratio, camshaft
specifications @ .050 lobe lift, induction system, etc).
• Power adders (supercharged, nitrous assisted, turbocharged).
• Vehicle weight
• Tire Size
• Axle Ratio
• Shift RPM / Maximum RPM
• Mid plate thickness
By supplying the correct information, you greatly enhance your (and the
converter builder’s) opportunity for success in getting you the right converter
for your application.