1 Obviously the first step to this project is getting the truck in the air. The F3 stator has also been upgraded to a one-way sprag clutch, which improves torque multiplication and stall speed. The lower stall allows the converter to more efficiently convert the engine’s energy into forward momentum.
DODGE 48RE TORQUE CONVERTER DRAIN DRIVERS
Developed specifically for mildly modified daily drivers and towing applications, the F3 comes with a low 1,200-rpm stall speed, which maximizes daily driving and towing needs for stock turbo vehicles. However, in some applications (large turbos that like more engine rpm before creating boost) a higher stall may be preferred. While most OEM converters stall around 2,000 rpm, in some applications a lower stall can improve off-the-line performance and power transfer, which is extremely beneficial in towing applications. AFE has also done extensive testing with different converter “stall” speeds, which is when the max rpm at which the converter can spin while the tires aren’t moving. The AFE Power F3 uses a state-of-the-art, triple-disc design that not only increases the converter’s “holding” capacity, but can limit that fluid temperature rise (the number-one killer of automatic transmissions) and increase the truck’s fuel efficiency and drivability. In short, the clutch faces just aren’t strong enough to transfer the power efficiently and they’ll begin to slip, which raises fluid temperatures and hurts performance. But once performance tuning, bigger injectors and turbo upgrades come into the mix, converting all that additional power to forward momentum can become troublesome for the single-disc design. Most factory torque converters use a simple single-disc clutch design, which is sufficient for stock power levels. While the OEMs have done amazing things with factory transmissions over recent years, older model diesel trucks and even the latest 2013 models can see some benefits from the right torque converter upgrade. Once up to a specific engine rpm or speed, the converter clutches can lock and turn the converter into basically a solid shaft to transfer that power, then unlock once the vehicle drops below a specific rpm or speed. Yet once it starts moving, the converter uses fluid to convert that engine’s rotation and energy to improved forward/backward vehicle motion. So the torque converter allows for the engine/crankshaft to continue rotating while the vehicle is stopped. With the engine running, but the wheels not turning, without a torque converter your motor would stall as the load and strain on the engine would be too much. While the science behind an automatic transmission torque converter can get quite extensive and confusing to most, it’s basically nothing more than a fluid-coupling device that connects your truck’s engine to the transmission. AFE Power has recently released their new F3 torque converter for 1994-13 Ford Power Stroke, 1994-13 Dodge Cummins and 2001-13 GM Duramax applications. While the Big Three have made major improvements in automatic transmission technology and performance in recent years, holding up to 850 lb/ft of torque in stock trim in their newest diesel offerings, there’s always room for improvement on a modified truck.ĪFE Power of Corona, California, is one of these aftermarket companies always on the edge of leading technology and performance products that can improve upon OEM equipment. While these three modifications can really breathe new life into a truck, the weak link in the chain with all this newfound power becomes the transmission. It’s pretty common that the first performance upgrades diesel owners make to their trucks are in the form of a cold air intake, high-flow exhaust system and performance programming of some kind.