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Matching a torque converter to your engine's output is
similar to matching a propeller to a boat motor. The
pitch is important! The BD Converter includes bearings
in place of the stock bushings. All the fins have been
welded in place were only bent fins existed. Kevlar and
carbon ceramic clutch material is is used for lock-up.
The BD
Performance Torque converter has been engineered to more
efficiently use the torque developed by the Cummins 6BTA
engines, Ford Power stroke, 6.9, 7.3 and 460/454 Gas
Engines.
Stock
diesel converters have a stall speed or fluid coupling
at 2000 engine RPM. This design misses the peak torque
developed by the 6BTA Cummins engine. Thus the slipping
in the converter causes..
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Higher transmission fluid temperatures |
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Poorer bottom end vehicle performance |
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High engine RPM at highway speeds |
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Lock-up clutch slippage |
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The BD performance
torque converters are designed for individual engine
torque specifications. Exchange converters are
available for the following transmissions. |
Ford C6, E40D, 4R
100 |
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Ford C6, E40D, 4R
100 |
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Dodge 727, 518,
47RH, 47 RE |
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Ford C6, E40D, 4R 100 |
Matching a Torque converter to your engine performance
is similar to matching the pitch of a propeller blade to
the horsepower/torque of an engine. We redesigned the
stock blade pitch to match the high torque at low rpm of
the diesel engines. We then furnace braised them to the
housings resulting in unyielding performance. The fiber
thrust washers have been replaced with bearings. The
lock-up clutch fiber and its mating surface have been
modified to enhance the life and durability.
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The lock up torque converter is made up of 5 major
components
1. The Outer Pump case contains the blades that
direct the fluid into the Stator. The stock
converter requires engine revolutions ranging from
2000-2400 rpm to attain a fluid coupling or stall
speed. BD lowers the rpm by 300-400 that a cou-pling
begins to occur. |
5. The converters front cover is bolted to the flex
plate at the rear of the engine. The front cover is
welded to outer rear converter pump housing cover.
The inner front cover surface has a special
preparation for the lock up clutch material to hold
onto when engaged.
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2. The Stator is about half the size of the outer
pump. When it receives the oil from the pump, it
multiplies the speed of the oil and results in
torque multiplication at low engine rpm. The Stator
fiber-bushing surface has been modified and a roller
bearing with a heavy duty Sprague clutch is
installed. |
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3. The Impeller blades are designed to receive the
fluid from the stator. When the fluid coupling speed
has been reached, it turns the transmission-input
shaft. The stock converters often only transfer 80%
of each rpm. The BD converter is designed to
transfer 90%. |
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4. The BD Lock-up converter clutch fiber is forced
against the improved front cover surface by oil
pressure. This solid coupling then rotates the
transmission input shaft at a 1:1 engine to trany,
input shaft speed. |
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The BD converters improved fluid coupling results in
transferring more engine rpm closer to the diesels
peak engine torque. This results in transferring
more ft. lbs. of torque since the diesels peak
torque is usually around the 1700-rpm area. Engines
should never be driven below the peak torque level.
The BD lock up clutch does have a better
co-efficient of friction, but often converters are
installed in modified horsepower applications which
results in less accelerator pedal movement to attain
the same speed. Transmission pressures should be
tested and modified to prevent clutch slippage and
converter failure.
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