Features
of the Five Star® torque converter are:
-Patented Viskus
clutch drive system for increased efficiency
-Billet Cover with
Patented square Flank Drive
-Square Tab Construction
(Not Round)
-Viskus Disc CNC
Laser Cut Clutch Plates
-Billet Piston
with Patented flank drive tab design
-Proprietary ATS
exclusive Clutch Formulation with unique bonding technology
(ensures 100% chemical Bond)
-Redesigned Spring
Dampener supports increased extend torque loads
-4340 Harden turbine
splines provide longevity due to engine torsional stress
-Fully Welded Turbine
and Impeller Vanes
-CNC Stator with
High Flow Windows Increase Oil Flow providing increase efficiency
-Full Roller Bearing
Construction Between High Load Areas
-4340 CNC cut Pump
Drive Hub lock into Impeller Housing and Plasma welded for
unsurpassed strength.
There are a few
things that I would like to tell you about this torque converter.
In 1999 the first Diesel multiple disc converter was developed
utilizing round tabs to connect the clutch plates to the cover.
We soon realized this to be a problem, after several thousand
miles the outer plate would start to hammer into the billet
cover due to the engine piston pulsations. These pulsations
are engine torsional loads that will destroy a converter and
flex plate.
We soon invented
and patented the Square tab design that you can see and only
get from ATS today. The Radial Flank Square Tab is the back
bone of the ATS TripleLok® and FiveStar® torque converter,
all ATS multiple Disc converters are 100% square tab construction.
The Billet cover provides a multitude of benefits, having
the thick steel cover provides a base that will not flex.
This is very important when needing a flat surface for the
Lock-up clutches to couple with, this is also very important
during times when there are high pressures created inside
the converter due to extended load times when the converter
is in a vortex flow. This pressure will cause the converter
to balloon and the thrust bearings to get out of alignment
causing converter failure.
The Viskus clutch
lock-up system is used to transfer torque from the engine
to the transmission during high power applications when the
converter is in lock-up. The Viskus clutch provides four to
five times the torque capacity of a standard single disc converter
and ensures there will be no slipping during hard accelerations
or when pulling heavy loads. The Viskus clutch drives real
value comes in efficiency when driving at speeds between 5
and 50 MPH! The Viskus clutch provides for additional power
transfer during these slower speeds providing a more positive
fluid coupling.
There are basically
two areas of operation in a torque converter. The fluid coupling
portion and the lock-up portion. The fluid coupling section
is the operation that takes place when you accelerate from
a stop when the engine is spinning and the vehicle wheels
are not moving or just starting to move.(This part is where
the Viskus clutch really shines). As you push on the accelerator
pedal and the vehicle starts to move this is considered the
torque converter stall speed. Once the stall speed is reached
and the vehicle starts to move forward the converter is in
what we refer to as the VORTEX flow condition of the converter
cycle. The VORTEX flow cycle is one of the most important
and over looked segments of a converter. When in this cycle
the impeller is picking up fluid and slinging it into the
turbine. As the turbine catches the accelerated fluid the
turbine is forced to spin turning the input shaft of the transmission.
After the fluid is spun through the turbine it is redirected
into the Stator. At this point the Stator must redirect the
fluid back into the impeller in an efficient manner or the
converter will build excessive heat and acceleration will
be poor. This is the magic of the Stator, A stator MUST be
designed properly or the fluid coupling of the converter will
be poor and drive-ability and acceleration will suffer. This
is in a large part what you will experience from a stock converter.
The construction
of the stator is a key component in the Five Star® converter,
we CNC machine the stator to allow fluid to be picked up from
the turbine in a manner that will not disrupt the fluid flow
and efficiently change the fluid direction so it will be channeled
into the impeller with out tumbling. Comprehensive computer
annalists are used to achieve the perfect vane profile providing
optimal stall speed while maximizing torque multiplication.
All this math and precision matching of parts provides the
best possible acceleration and a smooth transition into lock-up.
As the vehicle
is accelerated into the higher gears and the fluid portion
of the converter transfers from a vortex flow to a rotary
flow all torque converters start to loose their efficiency.
This transitional area is where the Patented ATS FiveStar®
torque converter really provides a benefit over the TripleLok®
torque converter. As the converter is commanded to go into
lock up there is a mechanical connection made between the
engine and the transmission. Stock converters and most after
market converters have only one lock up disc, having only
one lock up clutch surface limits the converters ability to
hold torque.
As a transmission
gets higher mileage on it or when engine power is turned up
the torque converter clutch looses its ability to hold its
traction to the engine causing a slipping condition that quickly
destroys the converter and the transmission. This is the reason
to add two additional clutches to the converter to allow for
three times the torque capacity.
When additional
clutches are added to a converter the clutch plate that is
connected to the engine is subject to severe engine torsionals
as the engines piston pulsations try to tear apart the converter.
These piston pulsations push and rattle on the engagement
tabs of the steel clutch plate. Back in 1999 when we first
placed a multiple clutch converter behind a diesel engine
we quickly discovered that we had a problem. The Diesel engine
would wear out the round tabs of the clutch disc causing metal
contamination and transmission failure. ATS found a way around
this premature wear by inventing and patenting the Square
Radial Flank Drive clutch system that you see in the TripleLok®
and FiveStar® converters today.
Clutch material
and the way the clutch material is bonded to the steel plates
is a critical step in manufacturing. Clutch material can be
broken into two basic principles, its ability to hold and
transfer heat and its coefficient of friction. The coefficient
of friction is the measurement of the traction it will have
to its mating surface. A friction material that has a very
high coefficient of friction makes an extremely good engagement
while a friction with a very low coefficient of friction will
slip under heavy load. So it would make sense that one would
always choose the high coefficient friction material but this
does not make a good choice because this material is always
a cellulose material better known as PAPER. Paper is the choice
of all auto manufacturers and almost all after market torque
converter manufacturers.
On the other end
of the scale is Kevlar friction material, although Kevlar
is almost indestructible the coefficient of friction of Kevlar
is very low and a constant slip is unavoidable. These two
frictions composites leave a lot to be desired when your looking
for the optimal in friction coefficient, wear and heat transfer.
ATS went to work
with a well-known US friction manufacturer and specially formulated
a ATS only exclusive friction material that we use in our
TripleLok® and FiveStar® torque converters. We also
use an epoxy to attach the friction material to the steel
plates instead of the industry standard glue that is prown
to delamination from heat or water contamination that is widely
present in many transmission applications.
In short, The TripleLok®
torque converter is only surpassed by the FiveStar® torque
converter for many reasons. The highlights of the TripleLok®
converter are listed above but there are many other attributes
that are not talked about that make these converters second
to none and a pleasure to drive. We encourage you to talk
with one of our technical sales specialist if this summary
does not answer your questions. On last thing I would like
to add, our converters are made with American labor and American
pride in our American plant. Please visit our manufacturing
facility in Denver Colorado and ask to take a tour of our
machine shop.
