"wake up shunshine"

You need to gather your thoughts a bit more for sure.
It's like the scribbling of a mad man.

(Which you may be, but at least make it coherent) LOL
 
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WOW

This is hard to watch. I guess because I'm watching I'm a idiot also. I'm all for someone trying something new but damn! A lockup converter will never work. There isn't enough clutch area. You need a 4 or possible a 5 disk clutch to do what you want. They do make converters now that work pretty good now. They are not cheap (6k and up) but are working pretty good. This is getting as good as the ring and pinion tread.
 
why not just use a centrifugal clutch and let it slip like a dragster to just keep the truck in the torque range at all times. the direction you want to go exept for the power plant seems to be figured out in the high hp gasser classes.. look at the blower cars or the turbo cars in the 10.5 tire class......they run some really big turbos

Bonneville uses pushers to get up to speed on some vehicles and then does the mile flying..not from a dead stop
 
Hey Sting. Good to here from ya and thanks for the reply Gary.

Don't think into this like I'm gonna actually use it (this transmission thing anyway), just wanted to see what other folks thought.

My question right now is if we could somehow connect say three or four torque converters back to back, wouldn't this kinda act like the CVT?

So, are there any CVT setups out there that could be used for racing? Get the engine at full power and let the rest of the driveline catch up?
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I was listening J-pipes.
 
We have a tractor with a CVT. It's basically hydrostatic, but it has a sun gear that also transmits power mechanically. Works great on the tractor, but I don't think it would be a good match for the drag strip. I feel like it still has a lot of drivetrain loss through it.
 
yeh pretty much weighted clutches based on rpm

it gets him where he is wanting to be with the trans ckutch deal..multiple converters will only generate massive amounts of heat and oil related failures likely...
 
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All good info. Remember, I'm running a Liberty. This was just a hypothetical trans idea that hit me. I have these triple 10" clutches. I will probably send them off and have them converted to four disk. We built enough heat with Bodacious to melt the plastic out of the pilot bearing.

multiple converters will only generate massive amounts of heat and oil related failures likely
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More than likely. You would almost have to have a normal size cooler for each converter. In theory again, it should work?? Since a converter multiplies torque (gear reduction) and gets closer to 1:1 as the rpms increase, three or four of them together should yield a very nice low gear. Again just hypothetically, you need no gears, no bands, no loss from all this stuff.

Lots of heat though which equates to lots of loss.
 
J-Pipes said:
May show my ignorance, but that's basically along the same line as the weighted clutches used in pulling correct? Just more "disks"? If going that route, I'm thinking I've been told the top fuel clutches are rather expensive, so is there a lower cost option for guys that are not part if a well financed team?

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I looked at them pretty deep. A diesel would have to leave at top RPM. Bob Molinari studied on it with me on a few phone calls. He said it was doable.

A good pass out of a AA/TF, most of the time, is when they achieve lockup without spinning. Lockup in those clutches is the result of the friction disc welding themselves together. So those folks spend a bundle on clutches.

Along comes that "how deep are your pockets" question.
 
dieselbeef said:
why not just use a centrifugal clutch and let it slip like a dragster to just keep the truck in the torque range at all times. the direction you want to go exept for the power plant seems to be figured out in the high hp gasser classes.. look at the blower cars or the turbo cars in the 10.5 tire class......they run some really big turbos

Bonneville uses pushers to get up to speed on some vehicles and then does the mile flying..not from a dead stop
Click to expand...

I have a 5sp + 6th gear overdrive coming in a clutch less manual transmission. I wanted enough gears to stay away from that slip you are speaking of. Since I need to be at top RPM's all the time (at or near lock-up), it will be difficult to go from a slip to no a slip condition. Ideally, I want the clutch to slip just a bit during gear changes. Problem is, I think, once say I hit the pedal and get it slipping for the gear change, the clutch will have a hard time achieving lockup again.
 
air shifted liberty or lenco..close ratio don't need slippage to stay in the rpm range. ya only need one shift to go 1320 ft man common. the rpm range aint that narrow
 
dieselbeef said:
air shifted liberty or lenco..close ratio don't need slippage to stay in the rpm range. ya only need one shift to go 1320 ft man common. the rpm range aint that narrow
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This engine will make power in the upper rpms, I need to keep it there.

In-car view of Dave River in the River Racing Pro Stock NHRA Drag Car - YouTube

This is a cool vid. Try to watch it and imagine a 7-8000rpm diesel in front of that transmission with even one more gear to catch.

Listen to the car in front of him when it takes off. Even with 1500HP, those shifts are pulling 'er down.
 
What would be wrong with keeping it simple and affordable? Get away from the glide and do a Rossler 400 in a good case, I'd go the 2.10 route so to have a nice launch ratio then you get another split between it and 1:1. I had 60ft and 3 30s that most didnt even believe back then but I fell short on big mph and great e.t. due to first not making much power but next having fluid coupling only.
If I'm not mistaken here close to 10 years later the fastest Pro Street rigs are running a 400 with lock up, best of both worlds imo. Back then the bad boy SFI cases for the 400 didn't exist, better planets these days also so their crazy strong. Just about all the fast door cars and lots of dragsters have now switched to a 400 lock up over a glide.
I think you'll find once the engines not loaded real hard it will not perform and build desired boost
 
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^this guy, what he says. Tucker can make er fly. Arch, maybe consider his experience with making a diesel fast and throw some money his way. It will save you a lot of money and pain in the long run and likely get a better result.

On the clutch thing. If the liberty doesn't need to be clutched to shift, why not run a weighted clutch. One of those is ridiculous coming off the line in a puller, much less not toting a sled with you

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Pudge said:
^this guy, what he says. Tucker can make er fly. Arch, maybe consider his experience with making a diesel fast and throw some money his way. It will save you a lot of money and pain in the long run and likely get a better result.

On the clutch thing. If the liberty doesn't need to be clutched to shift, why not run a weighted clutch. One of those is ridiculous coming off the line in a puller, much less not toting a sled with you

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Hey Pudge, we are running a weighted clutch. Maybe not the same as your thinking. I stacked way more washers on the 5/16 grade 8 bolts than I ever seen before. Ours would basically lock at 5000 rpm's.

You are right about Tucker. I have sent the rest of my $$ to Craig Liberty. He's been really cool with me. He wants to do paddle shifter on the steering wheel for street driving. Again, probably should have Tucker here to wire all that crap up. LOL
 
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