For cars that only have two pedals, its time to make driving great again. Let’s make use of the scientific method along with a few dollars to optimize your driving experiences!
OK, for all you rich people with single or even dual-clutch transmissions, my next news piece will have all my Wall Street hot tips for 2022. Now, for those of us who enjoy the satisfaction of PRNDL, your torque converter was designed for optimal efficiency. That means, your transmission doesn’t receive any power from the engine while you are at idle.
Imagine a jelly filled donut. But instead of jelly, its filled with transmission oil that hovers around 220 degrees. Sitting at an intersection with your foot on the brake, the converter slips to allow the engine to run smoothly. In the case of my 2002 Camaro, the car began to move at 1,100 RPM. However, I wanted to maximize my launches at the drag strip so I learned to foot-brake. Using your left foot to hold the car while stabbing the gas pedal is a patented method to burning out your brakes, but many racing groups won’t abide changes to the transmission.
A torque converter sits where a clutch normally would, and they have essentially been unchanged since the mid 60’s. Your engine forces transmission oil against fan blades that slip when the car isn’t moving. The genius of an aftermarket converter is that you can choose the RPM at which your wheels start turning.
Photo: Saturday Evening Independent, St Petersburg, FL
If you are on a budget, there is probably some example of your transmission in a similar car with less power. In my case, the 1991 Buick Roadmaster Wagon shared its transmission with the C4 Corvette, so I simply ordered a new converter from my local Chevy dealer. It was $110 and it brought new excitement to that ancient sled.
But if you want a consistent launch at a higher engine speed, you will need to shell out at least $500 to order a converter to your specifications. After attending the Orlando World Street Finals, an old man gave me the best advice: go big or go home. Instead of launching at 1,100 rpm, my goal was to cross the starting line at 3,500 rpm. My latest dyno run shows I make 420 lb-ft of torque (569 Nm) at just under 4,000 rpm, so this magical converter would need to be welded of battleship steel.
Most GM torque converters measure in at 13” (330mm), so they are very heavy when filled with fluid. My new beauty was only 9” (228mm) and it was painted Bright Red to match my car. What really took my breath away is that this transmission wizard wanted the measurements of my engine’s camshaft. Locked away in the back of his mind was a correlation between how my engine breathes and how far I was willing to push it.
Photo: Neal Chance Converters
After a few weeks of math and simulations, he devised a unique STR for my car. This Stall Torque Ratio is a mathematic formula for a plate inside the converter, and lower ratios allow the engine to rev higher once the car starts moving. What I am willing to divulge is that this old man knew more about performance than I could ever hope to know.
If you aren’t comfortable removing your transmission, your first step is to invite all your friends over to help. There are a few gallons of fluid in the pan and a few more in the converter, so have plenty of towels close at hand. Long story short, a custom torque converter is the best upgrade for any automatic transmission. Add a transmission cooler or two for good insurance along the way, and you will rekindle the love between you and the gas pedal once again.
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