High Performance and Race Torque Converters from B&M!

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Why do i need a B&M torque converter? The reason for considering a B&M torque converter boils down to performance. Higher stall speed is the key. A higher stall converter allows the vehicle to accelerate better from a dead stop and may provide tire-smoking performance.

B&M offers a wide range of performance torque converters to fit almost everybody’s needs. From tork master, to the nitrous holeshot for street applications to the quick 60 converters for racing, B&M has the right converter for your vehicle. All B&M converters are precision engineered, spin balanced and pressure tested. The B&M environmental drive train development lab is a key tool used in the development of every converter designed by the engineering staff. Precision engineered, tested and the success at the track provide proof that B&M torque converters are the finest you can buy.


				Quick 60 Race Converters
				For the same amount of money as other brands, B&M's race converters include a ton of additional features.


				Performance Converters
				Street friendly high performance torque converters from B&M


				Traveler Converters
				Ideal for motorhomes and towing applications

WHAT SHOULD I EXPECT FROM A PERFORMANCE TORQUE CONVERTER?
Strength and durability is an additional benefit if the converter is properly engineered. Furnace brazing is used to strengthen the converter internally for high performance, racing and heavy- duty applications.

WHAT IS STALL SPEED?
Stall speed numbers are listed primarily to rate the converter’s performance level. Typically, the number assigned, 2000, 2400, 3000 etc, lets you know what to expect from the converter. If a 2400 is selected, you should be able to footbrake stall the converter to about 2400 RPM. This should provide anywhere from 500 to 1000 more RPM to launch, or accelerate, the vehicle from a dead stop, as compared to the stock converter in the vehicle. This increase should substantially improve the acceleration capability of the vehicle. Lighter cars, 2800 lbs and under, typically stalls a little lower than the above mentioned numbers, therefore you should choose a converter with a higher stall number for optimum performance.

HOW DOES THE ENGINE’S CAMSHAFT AFFECT THE TORQUE CONVERTER’S PERFORMANCE?
The camshaft will affect the torque curve of the engine, which will affect the performance of the converter. For example if your 350 cid engine produces 230 lb.ft. of torque at 2400 rpm a B&M HoleShot 2000 converter will produce 2000 rpm stall speed. If you install a 268-degree cam into this engine you will raise the torque curve and at 2400 rpm your engine will produce less torque. Thus the 2000 stall converter will only stall at 1800 or less. However with this new cam the engine will make much more power above 3000 rpm. Keep in mind when the torque curve of the engine is raised you will need more stall speed in the converter to allow the vehicle to accelerate at low rpm (below 3000). A good rule of thumb for advertised cam durations up to 248 degrees, a 2000 or 2400 stall converter is a good choice. Advertised cam durations up to 268 degrees, a 2400 or 3000 stall converter is a good choice. Advertised cam durations over 272 degrees, a 3000 to 3600 stall converter is a must.

B&M Torque Converter Features

1. IMPELLER
Pumps fluid through converter and drives oil pump in transmission.

The impeller assembly is the a key area in the converter when considering the converters performance characteristics. The impeller can be modified to raise or lower the stall speed as well as affect the top end performance of the converter (MPH). By performing a fin bend change on the outside fins you can change the stall and change the top end MPH by a measurable amount.

2. FURNACE BRAZING
Furnace brazing (copper colored material visible on turbine fins) is a method used to strengthen converter components.

Braze material is applied to all of the fin areas, then the entire turbine is placed into a furnace, which heats up the braze material causing it to melt and fill the voids. Not only does this process strengthen the entire assembly it also makes the turbine more efficient by eliminating any of the cross leakage between the fins.

3. TURBINE
Spins input shaft in transmission.

The turbine assembly is completely furnace brazed. The turbine also includes a steel billet turbine hub with broached splines. This stronger turbine hub will eliminate the possibility of stripped splines in the center hub. The raised center section is designed to be a bearing and race pilot for the needle thrust bearing assembly.

4. STATOR
Multiplies torque by redirecting fluid flow in converter and incorporates one way clutch assembly

The stator has a very important function inside the converter as it multiplies torque by redirecting fluid flow in converter and it incorporates a one-way clutch assembly. The one-way clutch assembly allows the stator to hold, when the converter is multiplying torque and to spin in the direction of the oil flow when not holding.

5. COVER
Attaches converter to the flexplate

The cover assembly is essentially the stock cover with the addition of B & M designed drive lugs or modified stock drive lugs. The cover OD is machined to provide a smooth surface for the new body-weld. The pilot is inspected and re-machined as needed to provide a good fit into the crankshaft of the engine. This is extremely important as the pilot on the converter centers the converter behind the crankshaft. Proper alignment of the converter will eliminate most vibration problems related to the Converter and Transmission assembly.