Banks power torque converter

Shop All. My Account Access My Garage. View All. USD Part : BP Alternate in-stock product available. Add To My Build List. And because the lockup clutch is slip-resistant, transmission fluid temperatures stay cooler and transmission life is prolonged.

If the load is really high, the lockup clutch can even be over-powered and begin to slip after engagement is achieved. Such slippage accelerates wear of the clutch friction surfaces, and of course, excessive heat is generated. The more the lockup clutch wears, the more it slips.

All of this can lead to some very expensive repair work, including a new torque converter and possibly a new transmission too. Each stamped metal fin inside a torque converter is held in place by several small tabs that protrude through slots. The tabs are bent over to hold each fin in place. When subjected to high loads, the fins can, over time, loosen and become wobbly.

Sometimes the fins actually do crack and break. When that happens, efficiency is just the first thing that is lost. Another problem has to do with the stamped steel outer housing of the torque converter, or more specifically, the half of the housing that faces the engine flywheel flexplate.

Inside this housing is the machined metal friction surface of the lockup clutch, and on the outside, six mounting tabs are welded to the stamped steel housing for attaching the torque converter to the flywheel. All of the above problems are serious, but help is now available in the form of the Banks Billet Torque Converter. This replacement torque converter essentially solves all the shortcomings of the stock converter. It begins with a solid foundation of a CNC-precision-machined forged steel housing that attaches to the flywheel and provides full circumference support for the lockup clutch internal metal friction surface that now remains completely flat for full engagement.

Second, the lockup clutch is modified to increase holding power. Shipping Height 15 in. No Reviews Yet! Overall Rating. Email Address will not be made public. Send me an email if my review is approved. Customer Photos See what others built Submit your photo. No questions about this product. Be the first to ask a question!

Unlike our fan analogy, where we have a room full of air, the transmission is a sealed vessel that only holds so much oil. The stator is a small finned wheel that sits between the impeller and the turbine. The stator is not attached to either the turbine or the impeller — it freewheels, but only in the same direction as the other parts of the converter a one-way clutch ensures that it can only spin in one direction. When the impeller spins, the moving oil pushes against the fins of the stator.

The one-way clutch keeps the stator still, and the fins redirect the oil back to the impeller. The stall speed is a key factor, because it determines how and when power will be delivered to the transmission under all conditions.

Drag racing engines produce power at high RPM, so drag racers will often use a converter with a high stall speed, which will slip until the engine is producing maximum power. Diesel trucks put out most of their power at low RPM, so a torque converter with a low stall speed is the best way to get moving with a heavy load.

Torque converter slippage is important during acceleration, but it becomes a liability once the vehicle reaches cruising speed. The purpose of the lockup clutch is to directly connect the engine and the transmission once slippage is no longer needed. When the lockup clutch is engaged, a plate attached to the turbine is hydraulically pushed up against the front cover which, you will recall, is connected to the impeller , creating a solid connection between the engine and transmission.