Overview
All street and street/strip torque converters manufactured by Hughes Performance are built with the highest quality components and are intended for performance use. In fact, Hughes Performance street and street/strip torque converters have many of the same internal features that you will find in many custom built race-specific torque converters. However, Hughes Performance street and street/strip torque converters are not designed for use in any transbrake-equipped application. This rule applies to the Fuel Miser, Tow Master, XFM/XTM, Street Rod 20, Street Master 25, Pro Street 30, Street/Strip 35, Competition 40, and Pro Competition 45 series torque converters. Special consideration must also be given when using these converters in applications that utilize a power adder. Hughes Performance offers several heavy duty upgrades on our street and street/strip converters to make these units compatible with mild power adders such as nitrous oxide, supercharging, and turbocharging. A custom built Hughes Performance Pro Series torque converter is required for use with any transbrake application as well as any application using multiple power adders. A Pro Series torque converter is also generally a good choice for any application exceeding 650 flywheel horsepower.
Advertised stall speed ratings of Hughes Performance torque converters are generalized nominal ratings based on use with a properly tuned big block street or mild street/strip engine in a properly matched overall vehicle combination. Small block applications will typically vary 300 – 500 RPM lower in maximum observed stall speed as compared to advertised stall speed. This is especially evident in small displacement engines with short stroke length such as a 289 or 302 Ford V8 engine, as well as small block engines with low static compression ratio (generally less than 9.5:1), large cylinder head intake runner volume (generally 215cc and larger), large camshaft profiles (generally 250 degrees @ .050” and larger), and/or camshaft profiles with a tight lobe separation angle (generally 107 degrees and tighter). Small block engines featuring one or more of these design characteristics may generate stall speeds even lower than the general 300 – 500 RPM rule mentioned previously.
There are three common methods to gauge the stall speed characteristics of a torque converter. Footbrake stall is the maximum amount of engine RPM that can be achieved in a forward operating range with the brakes fully applied to prevent the vehicle from moving forward. Footbrake stall is not an accurate method of determining the true maximum stall speed of a torque converter. Furthermore, advertised stall speed ratings are not based on footbrake stall speed. Maximum static stall is the maximum amount of engine RPM that can be achieved in a forward operating range without generating any driveshaft motion. Maximum static stall can only be verified in a transbrake-equipped vehicle. Flash stall is the amount of engine RPM (or flash) that is observed upon initial acceleration under load. The easiest method for checking flash stall is to drive the vehicle at low speed in second or third range and immediately transition to wide open throttle. The RPM level that the engine immediately accelerates to is the flash stall. Flash stall speed is one of the most useful ways to truly gauge the stall speed characteristics of a torque converter and how those characteristics will influence the acceleration potential of a vehicle.
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Additional Information
| SKU | 75264 |
|---|---|
| Factory Comparison | Retro-fit Replacement |
| Sale Unit | Each |