Torque Lock Up
06-20-2006, 10:09 PM
#1
Torque Lock Up
Can someone explain to me what this does exactly?
I'm not very mechanically minded and as such I dont understand what a stall and torque converter actually do or how they work.
Im mean whats the difference between a 2000rpm stall and a 3000rpm stall, how different would they be to drive?
https://www.thirdgen.org/torqueswitch
I'm not very mechanically minded and as such I dont understand what a stall and torque converter actually do or how they work.
Im mean whats the difference between a 2000rpm stall and a 3000rpm stall, how different would they be to drive?
https://www.thirdgen.org/torqueswitch
06-20-2006, 10:34 PM
#2
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Car: 84 Z28
Engine: 357
Transmission: TH-350C
Axle/Gears: 3.43
The torque converter is what transmits power between the motor and transmission. Just like the clutch in a manual except not.
Basically you have a bunch of fins inside there and the trans fluid is swishing around in there and the hydrodynamic force from the fluid hitting those fins is what transmits the power between the fins on the case and the fins that drive the input shaft on the trans.
What determines when the "stall" or when the torque converter makes a near 1:1 ratio between the engine and trans is determined by the angle/quantity of the fins.
A Lockup does pretty much that, using a electronic solenoid it locks up the torque converter so that it is a true 1:1 ratio between the engine and trans with zero slippage.
Now as for higher than normal stalls, like stated above this is only the RPM at which the convertor has very little slippage. So you can still drive around normal at say 1200RPM but when you nail it, the engine will instantly spin up to the stall speed to get you in the powerband right away. Higher stalls will slightly reduce intown fuel economy due to the slightly more 'slippage' at low speeds but when lockup is in use you will get the same economy as before.
If you are considdering a higher than stock stall speed you will want to invest in an external trans cooler. The 700R4 isnt a very strong trans and the excess heat kills them alot faster!
Basically you have a bunch of fins inside there and the trans fluid is swishing around in there and the hydrodynamic force from the fluid hitting those fins is what transmits the power between the fins on the case and the fins that drive the input shaft on the trans.
What determines when the "stall" or when the torque converter makes a near 1:1 ratio between the engine and trans is determined by the angle/quantity of the fins.
A Lockup does pretty much that, using a electronic solenoid it locks up the torque converter so that it is a true 1:1 ratio between the engine and trans with zero slippage.
Now as for higher than normal stalls, like stated above this is only the RPM at which the convertor has very little slippage. So you can still drive around normal at say 1200RPM but when you nail it, the engine will instantly spin up to the stall speed to get you in the powerband right away. Higher stalls will slightly reduce intown fuel economy due to the slightly more 'slippage' at low speeds but when lockup is in use you will get the same economy as before.
If you are considdering a higher than stock stall speed you will want to invest in an external trans cooler. The 700R4 isnt a very strong trans and the excess heat kills them alot faster!
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