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High-Performance Torque Converters View AUTOFLITE Spec Sheet (Print and Fax in.)
Manufacturing a high stall torque converter does not merely involve obtaining a smaller diameter unit, placing a couple of tack welds here and there, and then throwing it behind the crankshaft. If you were to take a look at the construction of an Autoflite High-performance converter, this is what you'd find.
 
  • FURNACE BRAZING (DOMINATOR & ELIMINATOR)

    The vanes in the impeller and turbine are brazed along their entire length and securing point. Without this vital added strength, these components would quickly fail under the strain of performance street and strip use.

    The impeller and turbine effectively each become a solid piece of metal. Brazing also allows the fluid to flow more efficiently inside the converter, further increasing efficiency.
    Image Of Dominator, Image Of Eliminator


  • NEEDLE ROLLER BEARINGS

    Most stock converters are fitted with thrust washers as a bearing surface, and to control the clearance between the internal components.

    With high performance use, these washers would soon wear or break up, causing destruction of the torque converter and a major transmission overhaul.

    STREAKER, DOMINATOR and ELIMINATOR high-performance torque converters are fitted with thrust roller bearings that generate less friction and, therefore, less heat than a flat washer. They are better suited to withstand the pounding of street and strip use. Image Of Streaker


  • EFFICIENT STALL SPEED MODIFICATIONS

    To achieve different stall speeds, Autoflite Engineering uses only the methods we consider the most efficient, based on our research.

    There are many ways of achieving the different stall speeds, the main one being to use smaller diameter converter shells than the original stock size. Other ways include altering the vane angles in the converter itself, and by modifications to the stator.

    A variety of stators can be used for one type of converter, depending on required stall speed.  Autoflite does not roll the outside edge of the turbine over, or increase the clearance between the impeller and turbine as some manufactures do.

    While this does increase slippage (not stall), it restricts oil flow and coupling efficiency, creating the same effect as installing a slipping clutch in a manual car. As you know, slippage is not stall speed. A slipping converter, or clutch, will never lock-up.

    An efficient converter slippage will have good stall speed and will lockup as well.


  • HEAVY DUTY ONE - WAY CLUTCH ASSEMBLY

    A major problem with full-race converters is failure of the one-way sprag clutch in the stator. The outer race tends to crack, which in turn breaks up the stator, resulting in disintegration of the internals in the process.

    This happens due to the massive forces applied in full throttle water burnouts, transbrake, nitrous, turbo and supercharged applications.

    DOMINATOR and ELIMINATOR high-stall torque converters use a series of super-heavy duty one-way clutch assemblies, depending on the application of the converter.

    These one-way clutch assemblies are specifically designed for drag racing applications.


  • HEAVY DUTY STRONG MOUNTINGS

    Depending on the unit, our specially designed mountings are engineered to stay put.
    All our super-strong mounting rings, plates and lugs are made to adapt the smaller diameter converter to your existing drive plate, so no extra work is required by you.


  • ENGINEERING SKILL

    As the dimensions of the new parts fitted to Autoflite torque converters are critical, wherever possible, many of our components are designed and manufactured at Autoflite Engineering, using precise computer-controlled lathes (CNC).

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