I am new to this so could anyone explain a torque converter to me or send me a link to one that explains what it is.

Thanks a lot

 

I gaurantee that if you search for this here or in Drivetrain you'll find a ton of good explainations. Also might want to try Howthingswork.com or something.

-Dustin-

 

If you've got a 6 speed, you don't need to worry about it. Here's some stuff I had copied down from awhile ago.

A torque converter is the fluid coupling that connects an automatic transmission to the engine.
It looks like a big donut, and it is filled with tranny fluid. There are impellars on the inside of it. One of these connects to the engine, and the other connects to the input shaft on the tranny. When the engine spins, the impellar connected to it spins the fluid, which in turn, spins the tranny side impellar. Kind of like when wind blows through a fan blade and spins it.

A stall convertor is only used with automatic transmissions. It is what
transfers the power from your engine to the transmission. A sort of
automatic clutch. It does differ than a clutch in that it uses fluid to
transfer the power rather than friction material. This can also be called a
viscious coupling. It also multiplies torque when under it's stall speed
where as a clutch only transfers what torque is applied to it. This is
called torque multiplication the measurement of is called STR, or Stall
Torque Ratio. For instance, a convertor with an STR of 1.5 multiplies the
torque coming in by %50 at some point. One with an STR of 2.0 would double
it. This multiplication effect is only taking place during the time
when the rpms are at or below the shift pull down rmp of the convertor. The
stall speed of a convertor is what rpm the convertor allows under wide open
throttle before it completely "grabs". Not that the car won't move before
this rpm. That's not the case at all! It's just that it allows at least
some slippage before this rpm. Your engine makes it's maximum torque around
4400 rpm. Down low in the rpm range it makes MUCH less than it does there.
A higher stall convetor allows your engine to reach an rpm that is closer to
your torque peak right when you mash the peddle to the floor rather than
having to wait until your speed builds to the point of reaching that rpm.
This means that your engine will be making much more power sooner after
having punched it rather than later. The only major drawback to a higher
stall convertor is that it gives your throttle more of a mushy, looser
feeling at part throttle. This bothers some people more than others.
Usually it bothers people at first and then they get used to it. In
general, the higher the stall the looser it feels. Remember though, just
because you have a 3500rpm stall does not mean that the car won't move until
you reach 3500rpm. You could drive it around town all day long and never
get above 2000 rpm if you wanted to but your acceleration would be slower of
course.

 

Here's a fairly good explanation:

http://auto.howstuffworks.com/torque-converter.htm

Interestingly a torque converter (TC) can multiply torque only when it is slipping...a lot.

Basically, if you understand the path of the oil thru the torus (donut) shaped converter, imagine the driven side (or turbine) which is connected to the trans gears, not moving because the drive shaft isn't turning. Now the oil coming of the pump side of the converter which is connected to the engine, hits the outside of the turbine and leaves at the inside of the turbine. It now hits the stator which directs it toward the back side of the pump. The oil has a lot of momentum, so it gives the pump a little(?) push in the direction it's already going. This extra push is extra torque. Given the correct size and geometry of the TC parts, this push can double the torque or more. The ratio of multiplication, when the turbine (and driveshaft) are not moving or "stalled" is called the stall torque ratio.

As soon as the turbine starts to move, and the drive shaft starts to turn, the multiplication drops like a rock, heading to 1:1 ratio. Of course, initial launch is where you want the most driveshaft torque.

The things that make for high stall speeds (the pump/engine speed when the throttle is wide open and the turbine is stalled) generate lots of heat, and usually continue to slip a few % even at a high cruise speed. Ther's really no free lunch, but STR or torque mulltiplication is close.

Hope this helps a little.