Converter stall speed is the RPM at which slippage lessens and more power is transmitted to the transmission.
Truck usually have a "loose" convertor, or one whose stall speed is too high over the peak torque RPM. Replacing it with a "tighter" converter, one whose stall speed is closer to the peak torque RPM, will cause less slippage and more power transfer. The old Cummins trucks like mine, the peak torque is around 1800, but the convertors don't stall til around 2000 RPM, so I have 2000 RPM in my powerband that really doesn't do anything because the converter is slipping too much in that RPM range.
Highly modified sled pullers, like drag racers, want a high-stall converter so that they can get the RPM up into the powerband while still stopped.
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Today's Featured Article - Third Brush Generators - by Chris Pratt. While I love straightening sheet metal, cleaning, and painting old tractors, I use every excuse to avoid working on the on the electrics. I find the whole process sheer mystery. I have picked up and attempted to read every auto and farm electrics book with no improvement in the situation. They all seem to start with a chapter entitled "Theory of Electricity". After a few paragraphs I usually close the book and go back to banging out dents. A good friend and I were recently discussing our tractor electrical systems when he stated "I figure it all comes back to applying Ohms Law". At this point
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