When stalled, the engine will not be able to spin any faster unless the vehicle is allowed to move. This is a true full stall. We have specialized equipment which is used to perform this test.
Do not test for true stall, it can damage shafts and overheat the torque converter. The next stall speed is generally called break away stall speed. If a truck is stopped on a hill and held in position using light throttle as opposed to brakes we are almost at the break away stall speed. The last stall speed is generally referred to as the flash stall speed. The flash stall speed takes effect under hard acceleration.
From a standing start, if you were to floor the throttle, the engine would start to accelerate quickly and then pause at an RPM as it starts to pull the truck. If the engine went from idle to RPM in 1. When we lower the stall we want to lower the break away speed as well as the flash stall speed. This will make the engine work at a lower RPM for a given road speed and, in most cases, will increase fuel mileage. Once up to speed, the computer will command the lock up clutch on, and the driven fan will lock to the front cover of the converter.
At this point the drive fan, driven fan and engine are turning the same speed which means all engine power will be delivered to the transmission and back to the wheels. We design our own converter components and manufacture them in-house. This ensures that our dimensions are correct and will work with your transmission.
We build our converters in-house from start to finish. We make the billet covers, billet clutch dampners, billet stators, stator caps and more. We make our own billet front covers and clutch pistons out of forgings which greatly reduces any chance of porosity. Our stators are designed like an airfoil, this produces lift to help the stator rotate when going into the coupling mode and also creates a venturi effect to help torque multiplication.
Our patented internal design insures that the torque converter clutch will lock up when the computer and valve body give the signal.
No more feathering the throttle to get the converter clutch to lock up. We also use Raybestos and Borg Warner clutches in our converters. We feel it is hard to beat the quality and engineering capabilities of these companies that have been doing this since the early days of the Automobile. Allison impellers and turbines are furnace brazed from the factory.
We mig weld the fins on any turbine or impeller that has not been factory brazed and we never use any warped parts. If the fin angle must be changed on an impeller or turbine, we weld the fin in that position. It does take more time to do this but if you move a blade, it must be secured so it does not bend back to the original position or break. With the proper valve body pressures, our triple disc converters can hold 1, HP and over 2, pounds of torque. Please contact us with questions regarding single disc converters.
If your converter originated from Goerend there will be a series of numbers stamped into the converter cover. To find this series of numbers follow these steps:. Remove inspection plate. There will be no drain plug. Rotate converter until you see stamping on cover. Call us with the numbers and we can tell you the specifics on your converter.
DODGE 1. Rotate the converter until you see the drain plug. There will be a series of numbers stamped next to the drain plug. The converter is drained and cut open. All parts are cleaned and inspected. All Dodge impeller hubs are newly replaced. Impellers, turbines, stators, clutches, damper assemblies and billet front covers are all balanced individually. The converter is assembled. Various internal and external dimensional checks are made. The converter is welded together by TCRS alignment equipment with sub The converter is leak-checked under water, under pressure.
The converter is then balanced as a unit and the run-out is checked again. The total height is checked. The internal end play is checked. The lockup clutch is applied and checked for leaks and holding power. The lockup clutch is released and the clutch and turbine are spun while the impeller is stationary to make sure the clutch releases properly and that there is no interference between any internal parts.
The hub is lubricated and a protector is installed. New bolts are provided where necessary. The two major things that determine the stall speed are the engine torque and the torque converter. Here are a few different ways to think about it:.
Lets say you are on an exercise bike that uses a large fan for the "load. The larger the fan, the harder it is to pedal it so your max RPM would be slower.
With the large fan, you may only be able to petal at 50 RPM. The larger fan stalled you at 50 RPM with the same person on the bike. Two different fans, Two different stall speeds. Now a professional athlete hops on the bike. To liken this to the engine and converter, you have to remember that the converter is nothing more than two fans, one fan is connected to the engine and the other is connected to the transmission.
The fan that is connected to the engine blows oil at the transmission fan and when it blows enough oil at it the transmission fan will start to rotate, and the vehicle will start to move. In this scenario, with the engine and converter the same, if you install a converter with bigger fans, the stall RPM will be lower. With smaller fans the stall RPM will be higher, and if you add horsepower to the engine, just like the athlete, the stall RPM increases.
Now lets talk about air. It's all about the oxygen. A person on the bike can pedal harder at sea level than on the top of a mountain because they can breathe better. The closer to sea level, the more oxygen in the air. The air will be more dense, so will the engine.
The engine is nothing more than an air pump that uses fuel. The fuel must burn, expand, and push the piston down. You must have oxygen to burn the fuel. The Boundary pump gear is made from double heat-treated chromoly steel and will not wear like powdered-metal process g ears. As the horsepower and pulling weight of the truck increases, so does the strain on the flex plate, which is why this flex plate is perfect for towing, daily driving, and drag racing.
This Flexplate is used with Dodge diesels. Non-lock must have a Goerend Billet Cover. He worked on anything that would fit through the front door of our shop, and some in the driveway that couldn't.