TC's and manual trans (was: Re: Smooth strategy)

[Clarence L.Snyder]

Gary Derian wrote:
> 
> A torque converter must have at least three elements.  The extra torque
> comes from the reaction at the stator.  Its the hydraulic equivalent to a
> lever and fulcrum where the extra force comes from the fulcrum.  A torque
> converter is not more efficient than a fluid coupling but it does multiply
> torque when it is slipping adding an extra gear for starts.  At low slippage
> (cruise conditions) the stator freewheels and a torque converter reverts to
> a fluid coupling.  A 4 or 5 element converter would be the equivalent of a
> compound lever.
> 
> Gary Derian <gderian at cybergate.net>

Reference Wm Crouse - Automotive mechanics- fifth edition - Webster/Mc
Graw Hill.
Torque converters with only 2 elements DID exist. The definitive
difference between a fluid coupling and a TC is the shape of the vanes.
Note, a 3 element fluid coupling also existed.

You took auto mechanics in high school - I taught it :}
> 
> <snip>
> >Efficiency is much higher with a torque converter. Very few torque
> >converters were two element, as the "stator", analogous to the
> >multiplier, was so much more effective with the curved blades. Instead
> >of the oil coming off the turbine trying to slow down the impeller, it
> >is redirected to the turbine, giving off more of it's energy the second
> >time round.
> >The ford-o-matic was one of the first to use a three member TQ, along
> >with later Powerglides,torque-flytes and cruise-o-matics..
> >Lockup TQs are nothing new - Studebaker used a 4 member TQ in the late
> >50s or early sixties with a direct drive clutch.The Dynaflow used a 4
> >member TQ - or twin turbine converter.Early PowerFlytes were also 4
> >unit. Some of these used a variable pitch turbine. The early Powerglide
> >and Turboglide used 5 member converters - two pumps, two stators, and
> >one turbine.
> >Just a "short" history and description of the Torque converter.