torque converter slip actual vs desired

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At stall speed, the impeller is spinning at engine rpm and the turbine is stopped. In this schematic of a basic three-element torque converter with lockup clutch, the torus cover, lockup clutch pressure plate, and impeller (red) all rotate with the engine flywheel. Less than 15rpm is normal and more than that will cause shudder. Thu Aug 29, 2019 9:39 am, Post Datalogging converter lockup question | SVTPerformance.com The Fora platform includes forum software by XenForo. A Simpson gearset (which Ill be discussing in great detail in the next few days) provides the same number of ratios from only two gearsets, and a single Ravigneaux gearset can give you four forward speeds and reverse if you have enough clutches. Contaminated transmission fluid can cause damage to your converter parts and your transmissions parts. So far the bogging down hasn't happened since last week. I was monitoring some Torque converter params for my 4R55E with my in dash scantool. Unless you have tune that keeps the converter unlocked, the converter should've locked. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network. 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When you purchase through links on our site, we may earn an affiliate commission, which supports our community. What to Do to Fix Your Contaminated Transmission Fluid. ), These cookies were previously used by the Google Analytics service to collect information about visitors and their use of the Ate Up With Motor website. Sure, there's all kind of talk about stall speed, slippage, and lockup features, but some gearheads secretly believe there's as much voodoo to a torque converter as there is science. Comments may be moderated. When that connection is fully engaged, the fluid clutchs torus members are effectively locked together they must turn together at engine speed and transmit no torque. The mount on the transmission side (under the battery) was severely damaged, the rubber legs inside the bushing were torn through and was allowing a lot of engine movement. Borg-Warner continued to sell the DG series for several more years to some non-U.S. customers, but U.S. automakers would not rediscover the lockup clutch for another 20 years. The vehicle suffered a torque converter failure at around 140k miles. I cant imagine the hours of work which you must have put into understanding these various transmissions, to say nothing of writing up a description that a simpleton like me could (mostly) understand. Starting in Drive provided a maximum starting ratio of 3.10:1 (a mechanical ratio of 1.44:1 times a nominal torque converter stall ratio of 2.16:1 at around 1,600 rpm), which was better than the early Ultramatic or Dynaflow, but still made for lazy performance, especially with Studebakers six-cylinder engine.

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