In this whiteboard series i show a visual representation of what a converter that couples and what a lockup converters does on a datalog. Join this channel to get access to perks: / @ydbt4life
I learned so much more from this than I do from getting yelled at in the streams, thanks for the video Alex! Looking forward to more science of hotrodding videos like this
I was hesitant to click on your videos just because I thought you were another RU-vid “expert” giving dumb advice but you know your stuff and have good explanations and advice. I was wrong therefore I subscribed. Keep up the good videos!
Thanks for the break down about the why’s and why not’s of torque converters. I hope you keep putting out videos like this one . I feel like I understand torque converters much more then I did before watching this.😊
This was very helpful, i just installed the 3c on a 03 cobra with a gen3r and 6r80 and i noticed the exact same graph in a data log when the converter locked! Awesome info!
I think I remember you talking about this when you had the red car at the track. You could hear the converter lock and the MPH was faster in the 1/4 then leaving it unlocked. I may be mistaken…either way great video Alex! Love the whiteboard series 😅
Great explanation!! One thing you should had touched on is: When the RPM drops you are “resetting” back to your torque peak, or just below it. I think that point makes people grasp the concept a little easier. That also explains the “why my car got slower with a higher stall converter?”. Many times is because you “flashed” past your engine’s torque peak.
The whole whiteboard series is a great idea and your visual explanations of what to look for in the dat logs are quite helpful. I have just recently started to data log my gen 1 Mustang GT to try and gain some insight in how the ECM manages things. There is so much to learn and you are helping to put everyone on the fast track. Thanks for your many, many, hours of content.
I have no idea about how any of this mechanically works. I just understand what it does on a time slip. So this is very very entertaining and informative to watch.
Expertly done, Alex, and please, more whiteboard/professional soundtrack demos. My experiences with Turbo Buick's (way back when) was exactly the same, especially the stock vs. high-stall converter lockup experience and better performance.
This is badass. Believe it or not, I used to always hear this lockup on your red car and always wondered if it was meant to do that. Badass work Tio, love this new style of teaching us kidzz
This makes a ton of sense. I have 2022 tacoma, 6 speed auto, with a 3.90 rear gear I believe. The converter will lock in 3rd gear. When the converter locks it’s very noticeable. (Thought it was a gear change, after the video realized it just lock up) the trans was the only complaint I have with this vehicle, however after this video I generally have a better understand now what’s happening in the trans and it isn’t as bad as I thought. I thought the gear hunting was bad, however it’s just the converter locking and unlocking, not necessarily gear changes to help aid in lack of LOW end tq with the N/A 3.5 v6
👍👍 Solid. This is solid. I learned something today. Learned about what a "Lock-up" converter is. So helpful. I did find myself curious about the temps and the difference in temps between locked and unlocked. Then again, "Everything gets hotter" doesn't need to be elaborated upon.
Other aspects of torque converters such as torque multiplication and stall speed as it pertains to engine power curve and optimal launch rpm would be good to talk about as well. In a nutshell, torque converters actually multiply the engine output torque on acceleration but once rolling under light load, the turbine and pump start to reach the same rpm, there isn't enough slip in the converter to effectively multiply the engine torque and that's where the lockup clutch comes into play. The lockup clutch turns a fluid coupling into a mechanical coupling reducing heating of the fluid within the converter from constant fluid shear through the turbine and pump.
Good explanation Alex, especially for me being a guy with not much auto experience. This is how we would interpret clutching for snowmobiles for racing application.
Good video. Thanks. Don't have a higher stall in Mustang but had one in my last car. I was always curios how it was different it was from stock one. I had a issue at issue at first with it where it was locking and un-locking constantly while driving. I had to get a better tune to fix that.
I love data. I wish I could work at Lund. Love the white board videos. These should be you highest viewed videos. But because your not acting like other nut job RU-vidrs people don’t like it.
My F250 locks up after 4rth before the 4/5 shift, just the way Proven tuning has it, maybe its the same in stock configuration and everything you just explained is just that . Couldn’t be anymore clearer, hope this helps others understand that a dip or “bog” is just converter lockup
Good info. I found it beneficial at the track with a centrifugal to not lock it. Locking it seemed to drag RPM down further where the car wasnt making as much boost and therefore making it harder to pull itself back. I dont have too much inherent slip compared to 3C or 4C, I have a 2c.
@@YDBT4LIFE about 7700rpm shifts. Locked rpm would drop to 5300 roughly, lucked no lower than 6300. Jr agreed to unlock it to see and car dropped close to 3 tenths and 3mph at pbir. Also 60-130s quicker too
I love this type of video, I have a question. If locking a converter is more beneficial to ET and MPH, wouldn’t it be more beneficial to keep the converter locked all the time from the start to have more torque?
@@anthonygrebner thank you for the explanation I appreciate it. I didn’t think about the torque multiplication and how that would be beneficial at the start.
I have a great video of me doing some shenanigans but you can clearly hear the lockup on my converter. I know it doesn’t help anymore with this video being released but I’d love to send it !
My 6R80 Gen 2 behaves kinda like it has a high stall in normal mode under normal acceleration. The converter never grabs and it just sits at a constant rpm but keeps accelerating (kinda like a cvt). It’s shifting through the gears you just don’t hear/feel it. If you accelerate harder or put it in any other drive mode it shifts as normal
I put a non lock up convertor in my 86 fox... maybe should have put a locking one in. Not sure if this pertains to plain AOD cars. This does make sense. Thanks
What controls lockup in the converter? Is it something mechanical or is it something in the tune? I’m a stick shift person so I know 0 about automatics but just bought a 14 f150 so I want to learn.
On a lower hp application like a fbo gen 2 car. I notice my car lockup on the 3-4 shift. Which on a N/A 15 with 3.15 gears I don’t see all that often when I’m WOT. Is it a disadvantage that I don’t lockup within the quarter mile? Thanks!
Would have been better if your character “yolo” did it. Disinterested in this, just being honest. I understand you are trying to build interest in the channel, good luck!
Great video with lots of data, videos like these are some of my favourites. Here's a great video where you can see a c7 Corvette shift, lockup (and continue on to get gapped by a 2013 gt500) ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-8Fh87FGCnG4.html The 8 speed transmission converter is a terrible design on GM's part. The "5th gear wall/bog" Camaro owners talk about is a real thing.
