Re: Science behind building a converter
 

Mark,


Thank you! Now trying to wrap my head around the info.


With factory designs, if stall torque ratio (STR) increases, does converter lock-up efficiency increase, decrease, or stay the same?


Do they have converter dynos?


And the guide listed to determine correct converter does not work well for engines that have a wide spread for peak torque rpm and peak hp rpm.

Re: Science behind building a converter
 

A good formula to know is K=R/(square root T) R is RPM T is Torque The way this formula works is each converter has a "K" factor, which classifies the converter. This number is usually figured at stall, or no output . So if K is a constant, you can figure the stall speed at various Torques. As long as a converter is not cavitating the K is constant.

example: if the converter has a K of 250 and T = 400 ft lbs then R will = 5000 rpm change the T to 500 ft lbs and R will be 5590 rpm.

K factors are usually figured out by testing on a converter dyno, but if you have a very accurate engine torque curve you can figure it out by doing a WOT stall using a transbrake to figure out the WOT rpm, then plugging the numbers into the above formula.

Re: Science behind building a converter
 

http://www.ultimateconverter.com/tor...or-drag-racing

Kind of a long read, but helpful

Re: Science behind building a converter
 

I can only speak for foot brake type converters, the type of core (case) is very important as well as the weight, and then testing testing and testing, I don't really care about slip, but I do care about the time slip. 1320 divided by MPH is a good start.

Re: Science behind building a converter
 

This is all good, starting to understand some of the stuff that effects other stuff on my car and others. Keep it coming. Thanks for pointing to some of this info.