Yes!

But..but..but you've got to be a crowd pleaser at all costs because the dum dums make the rules!!

Thanks for the great educational video, and a huge thanks for not ruining it with crappy background music while you're talking. I don't know why some people are compelled to add annoying background music throughout the video.

Fuckin Aye

The turbine is stalled.

It does stall out tho the fluid starts to move backwards actually

I read a number of explanations over the years from 1979 to maybe 2005 and none of them mentioned the one-way clutch. But it never made sense the way the stator was said to divert the fluid and add to the torque unless there was also something to stop it from spinning backward. Finally, in 2005, I just added "one-way clutch" to a Google search on the subject and found a more complete explanation than I'd ever seen before. I guess I could have just asked a transmission shop, but the few I'd had reason to visit seemed too busy for educational questions.

Thank you!!

Google says, "you're welcome" 😂😂😂

Hughes Performance lol!! Definitely got me subbed buddy!!

Thanks for your kind words and your support!

I went through several other videos myself before finding this one!

Spining wheels at 60 mph it takes torque period!!!!! Engine gotta be on the money cant make the power if the engine not burning the fuel

We've rebuilt many variable pitch GM converters over the years, but not that particular Caterpillar unit you mentioned.

Thanks for your kind words and your support! We really appreciate you!!

Yes, when we provide a torque converter recommendation we want to know as many engine specifics as possible as well as vehicle weight, rear gear ratio, rear tire size, how the vehicle will be used, etc.

Thank you!!

@@HughesPerformance NO, thank you for building quality parts. That's something we lost in this country over the years is quality, but you guys understand quality. I inspected the 2500 converter and it's great! Keep up the good work. 👍

People have short attention spans....if you wanted to see this vid., you likely know what stall speed relates to IMO.

Thanks for your support and for commenting! We really appreciate it!! You're definitely thinking along the right lines. The vast majority of torque converters that we build for dedicated drag racing applications will typically provide a flash RPM of anywhere from 4,500 RPM to as much as 7,000 RPM and beyond, depending on the application. We tailor the necessary stall speed characteristics and converter coupling point to each specific application when it comes to our custom converter builds. Modified street-driven diesel applications will typically utilize a torque converter that only provides around 1,000 - 1,500 RPM of flash stall speed. Due to the torque output of diesel engines and the relatively low RPM ceiling, diesel applications typically need a very low coupling point in the converter. Hope this helps!!

I have a 2002 mustang gt stage 4 comp cams and 3200 stall converter do I need a tune again?

I was thinking the same thing that worked yet they sure built some heat.

@@sswcustomsewing4276 so if I had a six-cylinder with the same transmission and put it behind the big block it will make more torque with the big block

I mean to say it would give it more stall

Will do!

JoeIsCrazyWillman my condolences to your trans.

@@lost1mp Yeah really, in a dodge it won't put up with that long, sad when a company makes a worse slush box than GM does, but yet fiat dodge does LOL.

Some vehicles do have enough brake system holding power to achieve maximum converter stall speed. As engine torque output increases with modifications, that becomes much more difficult to achieve.

Sorry to be offtopic but does anyone know of a method to log back into an Instagram account? I stupidly lost my password. I would love any help you can give me!

@Ronnie Randy Instablaster :)

@Jayce Jaime thanks so much for your reply. I found the site on google and im in the hacking process now. I see it takes quite some time so I will reply here later with my results.

@Jayce Jaime It worked and I actually got access to my account again. I am so happy! Thanks so much, you saved my ass !

@Ronnie Randy Happy to help :D

What exactly is stall speed, and how does it affect your vehicle? With the introduction of the Banks Billet Torque Converter, you’ll hear a lot of talk about stall speed. What exactly is stall speed, and how does it affect your vehicle? This article assumes you have a basic knowledge of how torque converters work. If you’d like more in-depth detail, see “Understanding Torque Converters” elsewhere on this site. Let’s start by illustrating how the stall speed works. Even under light loads, a vehicle with an automatic transmission will start moving as soon as you take your foot off the brake. The stall speed comes into play under all load conditions. When we talk about stall speed, we’re referring to engine RPM. If the vehicle isn’t moving by the time the impeller reaches the stall speed, either it will start to move, or the engine RPM will no longer increase. In other words, stall speed is the engine RPM at which the torque converter transfers the power of the engine to the transmission. In the real world, the torque converter’s stall speed roughly equates to the clutch engagement point on a manual transmission. Let’s say you’re driving your stick-shift car around town. Normally, you’d give the car a little gas and ease off the clutch pedal gently enough to get a smooth start. Likewise, under most driving conditions the torque converter will start delivering power to the transmission at relatively low engine RPM. Now, let’s say you need lots of power, either to make a fast getaway or to start with a heavy load. You’d rev the engine up to a point where it delivers more power before letting up on the clutch pedal. It’s under those same circumstances that the stall speed becomes important. The torque converter will allow the engine to build RPM without turning the output shaft (the turbine) until the stall speed is reached. Unlike gas engines, diesels develop massive amounts of torque (pulling power) at low RPM - enough that it’s possible (and, in fact, desirable) to get a heavily-loaded diesel truck rolling by simply easing off the clutch without touching the accelerator. Banks’ dynamometer tests show that Ford’s 7.3 liter Power Stroke hits peak torque at 1,600 RPM and begins to drop off at around 1,850 RPM, while the Dodge’s 5.9L Cummins engine peaks at 1,400 RPM and drops off at 1,800 RPM. As RPM continues to rise, torque decreases even further. How would you translate this to a torque converter? With a low stall speed. But both the Ford and Dodge torque converters stall between 2,000 and 2,500 RPM - so with a heavy load, the torque converter won’t start turning the rear wheels until well beyond the engine’s torque peak. In this case, the stall speed is too high - it is literally impossible to get the engine’s full power to the rear wheels! In order to access all of the engine’s potential power, the stall speed must be lowered. Lowering the stall speed has another advantage: It reduces the transmission’s temperature. Let’s go inside a high-stall torque converter under heavy load. The impeller (input side) of the torque converter is spinning quickly, while the turbine (output side) is spinning slowly or not at all. The motion energy of the impeller is being converted into heat energy, most of which is passed on to the transmission fluid. The higher the stall speed, the more heat will be generated. Heat is the enemy of a transmission. You want to keep the fluid temperature as low as possible. With a lower stall speed, less time elapses before the motion energy of the impeller is converted to motion energy to drive the turbine, so the transmission runs cooler and lives longer. What many people don’t know is that the torque converter is a tunable device. Stall speed is determined by several factors, including the distance between the impeller and the turbine and the design of the stator. By properly modifying the converter’s internal components, it’s possible to alter the stall speed and create a torque converter that is tuned for a particular engine.

The BTR LS3 Stage 2 camshaft really works better with a higher stall torque converter. It's a great cam, but it's barely tolerable with a stock torque converter. I recommend our part number 65-25L. This is our Street Master 6L80 model that will typically provide stall speed in the range of 2,400 - 2,600 RPM with a combo like yours, will provide more favorable idling characteristics in gear, and still maintain fantastic drivability.

@@HughesPerformance Thanks for the response, i will be getting with you to order that converter.... Thanks

@@robertwilcox393 Do you recommend a trans cooler, or is it necessary.

@@bobwilcox5775 an external transmission fluid cooler is always a sound investment.

We sure do! We have options available for the 6L80, 6L90, and 8L90.

Excellent engine and transmission combination right there. Hopefully you got everything figured out and have it running great.

Not usually as an automatic transmissions clutches are internal. And the new "manumatic" type automatics simply allow to specifically select an individual gear. Actual manual transmissions do not use a torque converter, just a clutch. To have both would require a massive bell housing and a very complicated hydraulic system from the transmission. Also, why would you want both? The complexety of an automatic is enough for most people. Why add to that by throwing an additional fly wheel clutch to the mix.

Lock-up torque converters first began use by US domestic manufacturers in 1978. A lock-up converter features a clutch inside the torque converter that applies at cruising speeds typically around 35 - 40 MPH depending on the application. This feature was originally incorporated by OEM's to help increase fuel efficiency and reduce engine emissions. The aftermarket has since adapted lock-up converter technology to some extreme high horsepower drag racing applications.

In the early days of automatics, there were actually Chryslers with a pedal-operated clutch and a fluid coupling (a torque converter without the stator). Some shifted automatically between 2 speeds, but you had to use the clutch to switch between "ranges". They were probably less confusing to drive than to explain. The comments on this video explain it better than I ever could. kzfaq.info/get/bejne/ppOnmayj2by5nZ8.html Also, VW had something called an "Automatic Stick Shift" in the 1960s, with a torque-converter, a vacuum-operated clutch and a 3 speed manual gearbox. The clutch automatically disengaged if the transmission lever moved so the driver just had to shift. Both of these seemed kind of kludgy, but they still could idle in gear, and could be driven in high gear with no shifting as long as you weren't in a hurry.

Yes, you can order those under part number HP2216 which comes as a pair.

@@HughesPerformance Thanks for the response been a great transbrake.

"Flash"

Maximum stall speed is determined by whatever RPM the engine will flash to upon initial acceleration under load whether that be from a stop or very slow roll. You can transition to wide open throttle immediately at the same time of releasing the foot brake at 1,500 RPM, observe the tachometer while doing so, and the initial flash RPM is the maximum stall speed of your converter. You'll probably only notice another 200 - 300 RPM of flash over your current footbrake stall speed with that combination.

Our part number 25-30LHD torque converter would work well with your combination. This is our Pro Street series billet single disc 265mm model featuring an advertised stall speed rating of 3,000 RPM. This converter works really well in high performance trucks; offering a nice overall blend between great drivability along with a significant improvement in overall acceleration and performance as compared to an OEM torque converter.

Thanks

Lower because they weight of the vehicle will allow for more

Great question!! Thanks for commenting here. Oil volume inside a torque converter does indeed play a significant role in the stall speed characteristics and coupling efficiency of a torque converter. As torque converter diameter decreases, oil volume obviously decreases as well. As oil volume decreases, there is less fluid available to offer resistance against the impeller as the engine is running as well as less leverage being generated from the impeller to the turbine due to the smaller, shorter impeller vanes. Consequently, as more engine torque is applied to the impeller, a corresponding rise in stall speed occurs. Additionally, most smaller diameter torque converter cores typically come from OEM applications that feature small engine displacement with relatively low torque output. As a result, the impeller designs commonly used with many smaller diameter torque converter cores feature more neutral or even negative impeller vane angles. As the impeller vane angle becomes more neutral or negative, stall speed increases due to the higher RPM required to create efficient fluid acceleration between the impeller and turbine.

We don't get into Allison transmission builds here at Hughes, nor do we offer much for the diesel market apart from the typical billet triple disc converters and deep pans. If you're looking for hardcore diesel performance transmissions then you really need to be dealing with Suncoast.

A steel stator is ultimately stronger than an aluminum stator. That being said, modern billet aluminum stator designs are incredibly strong as well. What it really boils down to is selecting the right stator design that will provide the correct flash RPM, torque multiplication, and converter coupling characteristics for a given combination. Correctly designed steel stators will typically (though not always) offer increased flash RPM, less torque multiplication, and greater converter coupling ability when compared to similar aluminum stator models.

You're running an LS on 155 tires? Wth? That thing ain't gonna know what traction is. Lol

Lowrider with 14 batteries in the tru k plus hydraulics. Lots of us have them lol ;)

Picked the 2300 stall for what I’m doing

All that engine work and highdros,...ok hope it’s not a hopper and looks good man.

lost1mp Full restore, everything chromed and gold plated, piston pump to the nose, it hops like Jordan when I need it to lol!!! Candy black