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Converter slipage........
http://bbnovaracing.com/forum/viewtopic.php?f=3&t=101		 Page 1 of 1
Author:  SNYPER [ Jan Tue 20, 2004 9:02 pm ]
Post subject:  Converter slipage........
OK Guys I need some help in understanding here.....I know what your basic converter slipage means, but I have a question..??? Hqmonaro said he was going to a new converter to get slip down to 350rpm????? What does that mean????? How can you tell how much your converter will slip??? Any comments would be great... :)
Author:  kireol [ Jan Tue 20, 2004 9:12 pm ]
Post subject: 
converter slip is where the Torque Converter is sending power but not "locked". A tighter converter has a lower RPM until it's locked. A smaller converter can deliver the power if it's a good one, and not generate as much heat as a big one would.

You would want slip because you want to drive around and move your car, but it'll feel like the trans is broke. this way not all power is going down to the ground until you hit the bitch.

I'm not sure why he'd want it at 350 rpm. that would always be in locked mode putting a crapload of torque down when even moving the car around
Author:  SNYPER [ Jan Wed 21, 2004 2:34 am ]
Post subject: 
Thanks, but what does it mean to get it down to 350rpm....?????
Author:  bbnova [ Jan Wed 21, 2004 8:34 am ]
Post subject: 
Let me shed some light on this. I didn't read the post you were talking about snyper but, some race cars have a data logger. One port of a data logger is the RPM. Another port of a data logger is a pickup mounted to the rear end that measures the driveshaft speed. If you subtract the rpm from the driveshaft speed this will give a slipage. Normally these Two numbers are taken after final gear is pulled and you are near the end of the run. Some schools of thought are the tighter or the closer to lockup the faster the car will go. Hope this helps, Kevin :)
Author:  kireol [ Jan Wed 21, 2004 9:58 am ]
Post subject: 
well, i think the guy was talking about kevins definition of slipage.


2 definitions of slipage for the same part of a car. go figure =)

here's the one I was talking about, but this guy makes it sound more clear than i did

http://clubs.hemmings.com/clubsites/ieg ... _terms.htm
Author:  4mula [ Jan Wed 21, 2004 2:44 pm ]
Post subject: 
You sure he didn't mean 3,500 ?
Author:  SNYPER [ Jan Wed 21, 2004 9:30 pm ]
Post subject: 
4mula wrote:
You sure he didn't mean 3,500 ?


He said 350 rpm, it's under 'volts to ignition'...?????

Thanks Kevin, thats makes it much clearer.... :D
Author:  kireol [ Jan Thu 22, 2004 12:38 am ]
Post subject: 
well, in case you wanted to know your converter slipage %, i found a formula for it. why you'd want to know, i have no idea....but none-the-less

Conv Slip% = [((RPM * Tire Height) / (Rearend Ratio * Trans Ratio * MPH * 336)) -1] * 100
Author:  SNYPER [ Jan Thu 22, 2004 1:04 am ]
Post subject: 
Thanks.....You can find anything... :D
Author:  Hqmonaro [ Jan Sat 24, 2004 2:31 am ]
Post subject:  Conv Slp
I like to know convertor slip for one main reason.To see if i am loosing top end mph which can be expressed as how many % that the torque convertor is effcient!.Yes it is a lot easier and more precise if you have a datta logger in the car as you take pinion rpm from engine rpm,If you had a shaft that joined engine to the diff, then engine rpm and diff rpm would be the same.Thats how you work out your slip.The more engine rpm you do at the end of the 1/4, the more it wll lock up{less slip}.If you were to compare a cheap convertor to an expensive convertor you would hope that the expensive convertor would give a better lockup for the same flash stall{less slip}. This is one of many areas to compare one convertor to another convertor.
Author:  SNYPER [ Jan Sat 24, 2004 4:15 pm ]
Post subject: 
Good information.....Thanks for the reply's everyone....
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