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Old 11-18-2019, 04:38 PM   #126 (permalink)
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Well my fiancÚ has dissected a few cadaver hearts. Possibly they were hobos. I know she cut up other pig parts, can not confirm the heart of swine.

Taking things apart to see how they function is great. Challenge yourself and put them back together. Otherwise you are just an average tweaker


did she bring the hobo's back to life? I might need to make a couple wall clocks now
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Old 11-18-2019, 04:44 PM   #127 (permalink)
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did she bring the hobo's back to life? I might need to make a couple wall clocks now
Out of hobo's hearts?
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Old 11-18-2019, 04:57 PM   #128 (permalink)
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Out of hobo's hearts?
well, they need to be regulated somehow and we have plenty of hobos
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Old 11-18-2019, 04:58 PM   #129 (permalink)
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Out of hobo's hearts?
Gonna chainsaw some timex watches apart to see how they work.
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Old 11-18-2019, 05:07 PM   #130 (permalink)
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Gonna chainsaw some timex watches apart to see how they work.
um, do you not know how many watches I've taken apart? hell there is even a thread about it

though, admittedly, I've gotten several of them to function again

https://www.pirate4x4.com/forum/gene...at-thread.html

you know that old joke about the guy who comes home and his little kid has taken his drill apart to see how it functioned, but gosh golly it was so cute he just couldn't be mad? well, these days it is just my own stuff
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Old 11-18-2019, 06:09 PM   #131 (permalink)
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did she bring the hobo's back to life? I might need to make a couple wall clocks now
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Old 11-18-2019, 06:53 PM   #132 (permalink)
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In diesel emgines that make their torque at lower rpms, a low stall speed means more power to the tires earlier in the rpm range. This is good for towing and moving heavy loads. A drag car that makes power much higher in the rpm range benefits from a higher stall speed at launch to get it moving as fast as possible. This builds heat much quicker and thus isnt great for every day driving.
then why is it that every post 2000ish diesel pickup I hop into won't move along at idle, when every gas counterpart does?

I'm more likely to believe the other guy itt that said they got higher stall converters than gas motors after they all got turbos and lockup
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Old 11-18-2019, 06:56 PM   #133 (permalink)
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I already knew that, that's why I had 486 cut it open before he sent it to me he seems open to dildos to the face at least once
hey hey hey
I think you just outed yourself as an AE

Also, no idea if it was a toyota converter, it was just in the scrap bin at the junkyard
that waste oil fuge working yet? Mine still isn't.

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Old 11-18-2019, 07:35 PM   #134 (permalink)
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then why is it that every post 2000ish diesel pickup I hop into won't move along at idle, when every gas counterpart does?

I'm more likely to believe the other guy itt that said they got higher stall converters than gas motors after they all got turbos and lockup
Lets use GM as an example.

A Dmax/Allison (Ive personality owned 2) combo has a stock stall speed of roughly 1800-1900rpm iirc. A Camaro w/ an LS1/4L60E combo has a stock stall speed of 2400-2500 iirc. If you buy an aftermarket unit for a Dmax, the popular option is to reduce stall speed a few hundred rpm. Yet for the Camaro jumping the stall speed upto 3000-3500 is a popular upgrade because it moves the rpm range up to where the car is making more power. No one cares about off idle power in a sports car.
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Old 11-18-2019, 07:43 PM   #135 (permalink)
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Lets use GM as an example.

A Dmax/Allison (Ive personality owned 2) combo has a stock stall speed of roughly 1800-1900rpm iirc. A Camaro w/ an LS1/4L60E combo has a stock stall speed of 2400-2500 iirc. If you buy an aftermarket unit for a Dmax, the popular option is to reduce stall speed a few hundred rpm. Yet for the Camaro jumping the stall speed upto 3000-3500 is a popular upgrade because it moves the rpm range up to where the car is making more power. No one cares about off idle power in a sports car.
I'm talking similar year f250, 6.0 vs 5.4
stick it in drive and let go of the brake pedal, diesel sits there, gas truck starts rolling
3.55 vs 4.10, so no significant gearing difference
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Old 11-18-2019, 07:48 PM   #136 (permalink)
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something interesting

TH400 "low stall converter"

https://www.monstertransmission.com/...l#.XdNV225FyM8

$160, claims heavy duty 13" diameter for towing, hauling and truck stuff. approx. 1350 stall

https://revmaxconverters.com/product...que-converter/

stage 4 full race high stall speed TH400 converter

~$700 for a custom build racing converter, 3200 rpm listed as an example and 9" diameter

they aren't listed as dependent on the engine, well the full custom can be, so it doesn't seem as dependent on input torque.

i'm curious how much they are playing with vane angle/pitch internally

high stall being high slip and low stall being low slip, whereas something with an electric lockup could simply be hotwired to lock whenever you want it to
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Old 11-18-2019, 07:57 PM   #137 (permalink)
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high stall being high slip and low stall being low slip, whereas something with an electric lockup could simply be hotwired to lock whenever you want it to
Electric lockup doesn't work below a certain RPM normally, as there isn't enough line pressure to hold the clutch and it will chatter... And then kill itself.

Also, it's great when you leave it locked and come to halt and the engine stalls before the pressure drops enough to release the clutch.
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Old 11-18-2019, 08:04 PM   #138 (permalink)
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Electric lockup doesn't work below a certain RPM normally, as there isn't enough line pressure to hold the clutch and it will chatter... And then kill itself.

Also, it's great when you leave it locked and come to halt and the engine stalls before the pressure drops enough to release the clutch.
well if you want to be a damn safety nerd, you could keep it hooked up with the brake circuit so that it automagically unlocks whenever you apply the brakes

I mean, I like to live dangerously though

https://www.dieselpowerproducts.com/...n-1030227.aspx

look at this nerd ass TC, with it's clutch and pressure plate inside there

https://www.diyford.com/ultimate-for...verters-guide/

well shit, this was difficult to find and interesting


Quote:
Torque converter manufacturers like B&M, TCI Automotive, and Performance Automatic employ techniques that make torque converters more efficient with less slippage. Much of the general technology is rooted in fluid dynamics and how fluid behaves under given conditions. The greatest factor in converter construction is stator design, meaning blade/fin shape and angle, which determines stall speed and slippage. And this fact alone helps determine your quarter-mile times and the way your Ford behaves on the open road.
quote from that last link, I guess that is the easier part to mess with
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Last edited by Provience; 11-18-2019 at 08:15 PM.
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Old 11-19-2019, 04:47 AM   #139 (permalink)
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something interesting

TH400 "low stall converter"

https://www.monstertransmission.com/...l#.XdNV225FyM8

$160, claims heavy duty 13" diameter for towing, hauling and truck stuff. approx. 1350 stall

https://revmaxconverters.com/product...que-converter/

stage 4 full race high stall speed TH400 converter

~$700 for a custom build racing converter, 3200 rpm listed as an example and 9" diameter

they aren't listed as dependent on the engine, well the full custom can be, so it doesn't seem as dependent on input torque.

i'm curious how much they are playing with vane angle/pitch internally

high stall being high slip and low stall being low slip, whereas something with an electric lockup could simply be hotwired to lock whenever you want it to
You need to go watch some youtube videos on torque converters.

Also FYI larger OD = lower stall all else being equal. With a larger OD a given RPM difference translates into a larger speed difference between the impeller and the turbine.

IIRC stator pitch is usually what is varied in order to change the effective torque multiplication of the torque converter and with that gear reduction necessarily comes a higher stall.
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Old 11-19-2019, 05:03 AM   #140 (permalink)
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Quote:
Originally Posted by DirtyComanche View Post
Electric lockup doesn't work below a certain RPM normally, as there isn't enough line pressure to hold the clutch and it will chatter... And then kill itself.

Also, it's great when you leave it locked and come to halt and the engine stalls before the pressure drops enough to release the clutch.
We put an electric lockup trans in my buddy's '82 El Camino, forget which trans it was...but we wired the lockup to the floor-mounted high-beam switch (it had already gotten a more modern column with the high beams on the stalk).

Definitely could create some interesting circumstances engaging or disengaging it at certain speeds or gears it's still moving ~8 years later so we haven't killed it yet, but one of the more interesting automatics I've ever driven.
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Old 11-19-2019, 06:37 AM   #141 (permalink)
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hey hey hey
I think you just outed yourself as an AE

Also, no idea if it was a toyota converter, it was just in the scrap bin at the junkyard
that waste oil fuge working yet? Mine still isn't.
No ae just lost pw

No more diesels in the fleet so no fuge. You ever finish the gun that brass was for?
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Old 11-19-2019, 07:59 AM   #142 (permalink)
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No ae just lost pw

No more diesels in the fleet so no fuge. You ever finish the gun that brass was for?
Oh yeah, it's shot a few times. Need to put a compensator on it before it eats itself.
9x25 dillon is too much poop for a light-ass tokarev slide
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Old 11-19-2019, 11:52 AM   #143 (permalink)
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You need to go watch some youtube videos on torque converters.

Also FYI larger OD = lower stall all else being equal. With a larger OD a given RPM difference translates into a larger speed difference between the impeller and the turbine.

IIRC stator pitch is usually what is varied in order to change the effective torque multiplication of the torque converter and with that gear reduction necessarily comes a higher stall.
yeah I don't have the patience for youtube generally

so higher pitch and more vanes in the stator would get you more grab then, I guess if you really want to take a cheapie stocker and make it full drag, just open it up and cut every other stator vane in half
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Old 11-19-2019, 12:08 PM   #144 (permalink)
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I guess if you really want to take a cheapie stocker and make it full drag, just open it up and cut every other stator vane in half
Wouldn't work. You'd just have a stator that doesn't fling fluid around as efficiently. You might gain a little go from the increased engine RPM but that would very much be the wrong way to do it.
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Old 11-19-2019, 04:26 PM   #145 (permalink)
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Cat Clean will fix that plugged cat. it worked on my car.
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Old 11-19-2019, 04:57 PM   #146 (permalink)
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Cat Clean will fix that plugged cat. it worked on my car.
non emissions county, a saw will fix a clogged cat.

what is cat clean anyways? just something that burns the exhaust hotter?


or a turbo
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Old 11-19-2019, 06:41 PM   #147 (permalink)
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yeah I don't have the patience for youtube generally

so higher pitch and more vanes in the stator would get you more grab then, I guess if you really want to take a cheapie stocker and make it full drag, just open it up and cut every other stator vane in half
typical hack way of raising stall is to move the turbine further from the stator
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Old 11-19-2019, 07:25 PM   #148 (permalink)
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typical hack way of raising stall is to move the turbine further from the stator
interesting.

it seems like there are more hack options for raising stall i.e. breaking the thing, than there are for lowering stall
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Old 11-19-2019, 07:27 PM   #149 (permalink)
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Cat Clean will fix that plugged cat. it worked on my car.
Do you sell flex-seal as well?
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Old 11-19-2019, 07:29 PM   #150 (permalink)
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interesting.

it seems like there are more hack options for raising stall i.e. breaking the thing, than there are for lowering stall
weld turbine to pump
throw away stator

0 stall cornverdurr
use the EPC solenoid to feather your neutral drops
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