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At Art Carr Performance Products it seems like all we do is eat, sleep and race.
You know what? That's O. K. with us.
But amazingly enough, we do find time to manufacture a full range of High performance transmissions from our Street Max line for the weekend warriors to our full competition line that is built to handle 2000 plus horsepower. Besides our superior transmissions and components, Art Carr manufactures some of the world's best torque converters.
Hey, we even specialize in late model Ford Mustangs, G. M. F-bodies, G. M. Corvette, Mercury Marauders, LS1, 4X4 off road racer's, Rock Crawlers, Ford Lightning's and more...
We take the guess work out of building your Ford, Chevy or Chrysler power train.
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- What stall do I need?
- Do I need lockup or not?
- Can I use the lockup feature while racing?
- Can I use a transbrake transmission on a streetcar?
- Can I get my converter re-stalled?
- What fluid do I need?
- What is the difference between true stall and flash stall?
- Can you make the converter loose out of the hole and tight on the other end of the track?
- Why will my pro-tree transbrake equipped transmission not go into reverse?
- Why does Art Carr Performance need so much information when building my torque converter?
- Can I go from high gear to neutral on my transmission at the track?
- What's the difference between a forged converter and a fab (fabricated) converter?
- At what temperature should my transmission operate?
- Can an automatic transmission and torque converter cause the thrust to go out on my engine?
- I bought a 700r4 from you guys a while ago, i'm finally going to install it in my 66 chevelle.How do i know i have the right angle at the tailshaft when i install the crossmember?
What stall do I need?
No matter what your buddy tells you or what advice you're given by the speed shop counter guy or your neighborhood engine guru, Art Carr recommend you use a converter suited to your specific application. "Choosing the right converter is like a visit to the doctor," says Alan of Art Carr Performance, "The more information you can give him the better he's able to cure your ailment". Art Carr does have off-the-shelf converters available, but we suggest you contact us directly for a recommendation before purchasing.
Be honest with yourself and decide how you want to use the car. For instance, you could say "My car is 80 percent street driven and 20 percent track use". Given this information, the converter tech guy would suggest a converter that retains good street manners. This will leave you lacking in the area of performance, but would allow for quality day to day driving. If you tell the tech guy your street machine is "100 percent race car," but you're really intending to drive the thing on the highway, you're only setting yourself up for disappointment. Art Carr's techs can only give you what you ask for. You must know certain specs in order for us to produce a quality converter. If you don't know and choose to just guess what these specs are then Art Carr Performance can be expected to do no different. The bottom line is: "Your overall satisfaction with our product is only as good as the information you give us".
Do I need lockup or not?
The lockup feature in today's torque converters was initially designed to increase fuel economy and was not invented with performance in mind. The lockup feature should only be used in high gear. There have been major advances in converter technology to allow high performance street vehicles to use the lockup feature; however its original design still shines through. The biggest misconception with a lockup style converter is that the lockup feature can be used under wide open throttle in a drag racing application. Nothing could be further from the truth. A lockup converter is still a "Street" oriented converter. Sometimes people will see performance gains by utilizing the lockup feature in a drag racing application. They then assume that since they see gains, what they're doing must be right. Using a converter in this manner will damage the lockup disk in the converter. It is not a question of "if", but "when" the unit will succumb to this damage. The converter will fail when constantly used in this manner. You must realize what the vehicle will be used for and make a decision based on that.
Can I use the lockup feature while racing?
No. The lockup feature is designed to increase fuel efficiency and is not intended for use in racing. Using lockup in a race will cause damage to the converter and will cause it to fail. (See answer for #2 for more details)
Can I use a transbrake transmission on a streetcar?
The transbrake feature will play no part in drivability of a transbrake equipped transmission. Note: All Art Carr Performance transbrakes are pro-tree transbrakes. For reverse to work, the gear selector must be in reverse and transbrake (must be) applied.
Can I get my converter re-stalled?
All forged and billet converters come with a one-time free re-stall within the first 12 months. Fabricated custom stalled converters must be sent back to Art Carr Performance within the first month of ownership REGARDLESS OF USAGE or re-stall fee will be applied.
What fluid do I need?
All Art Carr Performance transmissions require Dextron/MERCON III. Any use of hydraulic tractor oils or non-approved fluids will void warranty.
What is the difference between true stall and flash stall?
Torque converter True Stall speed is the rpm a given torque converter combination allows the engine at full throttle to attain with the drive train locked to prevent wheel rotation. Flash Stall is attained by driving the vehicle at a very low speed then accelerating hard at full throttle and at the same time looking at the tachometer. The rpm displayed is known as Flash Stall. Unless a manual valve body is used and the vehicle is shifted into high gear, and then accelerated from a standing start with no wheel spin, the rpm readings will be invalid. The reason for the inaccuracy is that as soon as the turbine starts to rotate torque multiplication decreases. Flash Stall speed is approximately 300 500 RPM lower than True Stall.
Can you make the converter loose out of the hole and tight on the other end of the track?
The answer to this question is a tricky one. All of us as racers want the best of both worlds. The bottom line is that you should be at your max RPM when going through the traps at the drag strip. You can raise or lower from there. If you hit your redline at 1/2 track then your converter is too loose or the rear end gearing is too high. If it's at 3000 RPM then the converter is too tight or the gearing in the rear is too tall. If it's too loose and you want it lowered, chances are that the 60 ft. times and M.P.H. will suffer if the combination is wrong.
Why will my pro-tree transbrake equipped transmission not go into reverse?
For a transmission to go into reverse, the transbrake must be applied and the gear selector must be in the reverse position. If the transmission will not go into reverse with these stipulations observed, then the solenoid is not wired.
Why does Art Carr Performance need so much information when building my torque converter?
Because your overall satisfaction with our product is based upon that information.
Can I go from high gear to neutral on my transmission at the track?
No, most racing transmissions do not have compression braking in high gear. The units are built that way so that you don't have to go into neutral. You must remember that these are not manual transmissions. A difference in design means a difference in the way that you use them.
What's the difference between a forged converter and a fab (fabricated) converter?
A forged converter is built with a solid one piece front cover as opposed to using a modified stock cover with the legs welded onto it. The forged converters are a must for anyone making over 500 H.P. and they come with a 2 year warranty and a free restall within the first 12 month's.
At what temperature should my transmission operate?
210* or below, the cooler that better.
Can an automatic transmission and torque converter cause the thrust to go out on my engine?
I think that Dennis Madden in the following article answers this question best.
I bought a 700r4 from you guys a while ago, i'm finally going to install it in my 66 chevelle.How do i know i have the right angle at the tailshaft when i install the crossmember?
It is best to bolt the headers to the motor and then adjust the cross member until the headers run parallel with the frame. That is the easiest way to set the angle.