quote:

Originally posted by 329L:
Mike, a sprag makes the converter more efficient, and doesnt try to act like an engine brake like spragless unit does. Ima steal a line from Ed again, "TRUTH AND FACTS"

quote:

Originally posted by Quick Dawg:
Just as a side note, I spoke with 4 converter companies and only spoke with one person who would/could answer my questions straight up and seemed to know what they were talking about. In fact, two out of the four people that answered the phone must have been working at a fast food joint last week. Two are sponsors on DRR but the one person who really drilled down to what my concerns were in short order with good answers was Abruzzi. I was very impressed with him.

quote:

Originally posted by Mike Rietow:
Talking torque converters with inexperienced ears is one big awkward moment.

As you can tell by this threads reply's, Inexperienced ears contain a lifetime of ill preconceived notions, dating all the back to 1970's Hot Rod magazines.

quote:

Originally posted by Quick Dawg:
My concerns are simple. I have to tear my trans down at the end of the year to re-cert the cases. I just had a positive experience with a friend borrowing a spragless converter for his dragster. I was very impressed with the consistency, not so much with the ET and MPH. I have a spare converter on the shelf and if I can become more consistent with a spragless, it is worth considering. Nothing more, just trying to improve my combo.

quote:

Originally posted by TOP38:
I am not so called converter expert but this I know, a converter is a fluid coupler and not a centrifugal force do hickey! Anything moving in a circle sees centrifugal forces applied but that don't make the car move! Fluid flow in a convert is both radial and axial also..

Jeremiah, you state a sprag converter is more efficient, how in our racing application are they? I don't see it on based on track performance. They may show benefits in low HP combo's but in my application I don't see any beneficial effects from a sprag therefore why add a part that will eventually wear out and break if you don't need to.

quote:

Originally posted by Quick Dawg:
My concerns are simple. I have to tear my trans down at the end of the year to re-cert the cases. I just had a positive experience with a friend borrowing a spragless converter for his dragster. I was very impressed with the consistency, not so much with the ET and MPH. I have a spare converter on the shelf and if I can become more consistent with a spragless, it is worth considering. Nothing more, just trying to improve my combo.

quote:

Originally posted by 329L:

quote:

Originally posted by TOP38:
I am not so called converter expert but this I know, a converter is a fluid coupler and not a centrifugal force do hickey! Anything moving in a circle sees centrifugal forces applied but that don't make the car move! Fluid flow in a convert is both radial and axial also..

Jeremiah, you state a sprag converter is more efficient, how in our racing application are they? I don't see it on based on track performance. They may show benefits in low HP combo's but in my application I don't see any beneficial effects from a sprag therefore why add a part that will eventually wear out and break if you don't need to.

Think of a 10 speed bicycle, it pulls pedaling forwards and free wheels going backwards. A sprag works like this. When the engine quits making rpm as easy, the sprag allows the turbine to freewheel, and not drag down on engine. With a spragless unit, its locked both directions, so when the engine quits pulling as hard up stairs, the spragless can act like an engine brake, and try to pull the engine backwards. Ready for the secret of making a spragless work and be fast? It has to be looser than a sprag unit does so it dont try to knock the wind out of the engine.

quote:

Originally posted by Mike Rietow:

quote:

Originally posted by 329L:

quote:

Originally posted by TOP38:
I am not so called converter expert but this I know, a converter is a fluid coupler and not a centrifugal force do hickey! Anything moving in a circle sees centrifugal forces applied but that don't make the car move! Fluid flow in a convert is both radial and axial also..

Jeremiah, you state a sprag converter is more efficient, how in our racing application are they? I don't see it on based on track performance. They may show benefits in low HP combo's but in my application I don't see any beneficial effects from a sprag therefore why add a part that will eventually wear out and break if you don't need to.

Think of a 10 speed bicycle, it pulls pedaling forwards and free wheels going backwards. A sprag works like this. When the engine quits making rpm as easy, the sprag allows the turbine to freewheel, and not drag down on engine. With a spragless unit, its locked both directions, so when the engine quits pulling as hard up stairs, the spragless can act like an engine brake, and try to pull the engine backwards. Ready for the secret of making a spragless work and be fast? It has to be looser than a sprag unit does so it dont try to knock the wind out of the engine.

You are now ineligible to post on the topic. Dude just stop. STOP.

quote:

Originally posted by 329L:

quote:

Originally posted by Mike Rietow:

quote:

Originally posted by 329L:

quote:

Originally posted by TOP38:
I am not so called converter expert but this I know, a converter is a fluid coupler and not a centrifugal force do hickey! Anything moving in a circle sees centrifugal forces applied but that don't make the car move! Fluid flow in a convert is both radial and axial also..

Jeremiah, you state a sprag converter is more efficient, how in our racing application are they? I don't see it on based on track performance. They may show benefits in low HP combo's but in my application I don't see any beneficial effects from a sprag therefore why add a part that will eventually wear out and break if you don't need to.

Think of a 10 speed bicycle, it pulls pedaling forwards and free wheels going backwards. A sprag works like this. When the engine quits making rpm as easy, the sprag allows the turbine to freewheel, and not drag down on engine. With a spragless unit, its locked both directions, so when the engine quits pulling as hard up stairs, the spragless can act like an engine brake, and try to pull the engine backwards. Ready for the secret of making a spragless work and be fast? It has to be looser than a sprag unit does so it dont try to knock the wind out of the engine.

You are now ineligible to post on the topic. Dude just stop. STOP.

Dude!!! Just work on your slow ass box car and stay out of serious chats. You have showed your ignorance on ALL subjects.

quote:

Originally posted by 329L:

quote:

Originally posted by TOP38:
I am not so called converter expert but this I know, a converter is a fluid coupler and not a centrifugal force do hickey! Anything moving in a circle sees centrifugal forces applied but that don't make the car move! Fluid flow in a convert is both radial and axial also..

Jeremiah, you state a sprag converter is more efficient, how in our racing application are they? I don't see it on based on track performance. They may show benefits in low HP combo's but in my application I don't see any beneficial effects from a sprag therefore why add a part that will eventually wear out and break if you don't need to.

Think of a 10 speed bicycle, it pulls pedaling forwards and free wheels going backwards. A sprag works like this. When the engine quits making rpm as easy, the sprag allows the turbine to freewheel, and not drag down on engine. With a spragless unit, its locked both directions, so when the engine quits pulling as hard up stairs, the spragless can act like an engine brake, and try to pull the engine backwards. Ready for the secret of making a spragless work and be fast? It has to be looser than a sprag unit does so it dont try to knock the wind out of the engine.

Basically, a sprag will allow you to run a tighter converter, be more efficient, and run better ets, when its setup right.

With that being said, i run a spragless converter, because it is less stuff to go wrong.

quote:

Originally posted by TOP38:

quote:

Originally posted by 329L:

quote:

Originally posted by TOP38:
I am not so called converter expert but this I know, a converter is a fluid coupler and not a centrifugal force do hickey! Anything moving in a circle sees centrifugal forces applied but that don't make the car move! Fluid flow in a convert is both radial and axial also..

Jeremiah, you state a sprag converter is more efficient, how in our racing application are they? I don't see it on based on track performance. They may show benefits in low HP combo's but in my application I don't see any beneficial effects from a sprag therefore why add a part that will eventually wear out and break if you don't need to.

Think of a 10 speed bicycle, it pulls pedaling forwards and free wheels going backwards. A sprag works like this. When the engine quits making rpm as easy, the sprag allows the turbine to freewheel, and not drag down on engine. With a spragless unit, its locked both directions, so when the engine quits pulling as hard up stairs, the spragless can act like an engine brake, and try to pull the engine backwards. Ready for the secret of making a spragless work and be fast? It has to be looser than a sprag unit does so it dont try to knock the wind out of the engine.

Basically, a sprag will allow you to run a tighter converter, be more efficient, and run better ets, when its setup right.

With that being said, i run a spragless converter, because it is less stuff to go wrong.

I understand the mechanics of a sprag, it don't show up on the time slip! Converter efficiency has to do with fluid flow. Fluid provides the coupling.

So if you take what I stated, low HP combo's such as Stock, they need ET and could care less about MPH, so they are geared stiff to get the desired ET's and therefore there motors are on cruise control at 1000', so in this case a sprag should help but in my application, with much higher HP and a motor that pulls strong through the finish line, nope and the time slips prove it.

A number of year ago TS came out with stator with more fins, claimed 2 to 3 MPH more in the quarter! Nope! Anyone who picked up anything had the wrong converter to start with. Why didn't the added fins help? Simple, it didn't help fluid flow.

quote:

Originally posted by 329L:
My bad, i said turbine, i mean sprag. Now, Mike i said 1 thing incorrectly. You have said hundreds of things incorrectly. So, go suck a fat one, and get back to work on your slow ass box car.

quote:

Originally posted by Mike Rietow:

quote:

Originally posted by 329L:
My bad, i said turbine, i mean sprag. Now, Mike i said 1 thing incorrectly. You have said hundreds of things incorrectly. So, go suck a fat one, and get back to work on your slow ass box car.

Oh, don't be so emotional little girl, get to work on showing me one like it faster n/a.


TSI spragless

BLP carb

PKRE fabbed 4500 Edelbrock SV2

M/T 10 x 28 bias

Bullet Cams

Brodix sbc 23 T1

3200 lbs

quote:

Originally posted by 329L:

quote:

Originally posted by Mike Rietow:

quote:

Originally posted by 329L:
My bad, i said turbine, i mean sprag. Now, Mike i said 1 thing incorrectly. You have said hundreds of things incorrectly. So, go suck a fat one, and get back to work on your slow ass box car.

Oh, don't be so emotional little girl, get to work on showing me one like it faster n/a.


TSI spragless

BLP carb

PKRE fabbed 4500 Edelbrock SV2

M/T 10 x 28 bias

Bullet Cams

Brodix sbc 23 T1

3200 lbs

Show me where you have raced in the last decade