Why choose us for your performance application?
Precision of New Hampton has been building performance torque converters longer than ANY torque converter manufacturer in the business today. We realized a long time ago that OEM torque converters in performance vehicles couldn't withstand the daily wear and tear demanded by vehicle operators. The torque converters installed in these performance vehicles as original equipment are the same torque converters that are installed in normal use vehicles that use the same transmissions. The result from this poorly matched coupling -- an extremely inefficient, failure prone, and under powered torque converter.
Performance Torque Converter Features
Not all applications require the same stall. That’s why Precision of New Hampton can customize your stall to what is going to work BEST for your individual needs. RV Stall: Lowered 400 RPM from factory. RV-MAX: Stall Lowered 700 RPM from factory.
Enhanced Lock-Up—Friction Disc Clutch Systems
The more a clutch surface slips, the hotter and more brittle it becomes. When a clutch surface gets brittle, two things happen: it becomes MORE SLIPPERY and pieces of the clutch surface break away. Once this process starts, there is no reversing it and your converter will break down. By providing multiple clutch surfaces, Precision’s friction disc lock-up clutch for your performance torque converter exponentially increases the clutch surface area inside the converter. This distinctive step is just one more taken to prevent converter breakdown.
HD Thrust Bearings
The old style needle race bearings in torque converters handle approximately 11,000 lbs. of dynamic thrust pressure. The 3 sets of the NEW HEAVY DUTY style thrust bearings used by Precision handle 17,000 to 18,000 lbs. of pressure. That’s an increase of about 60-70%. This special bearing rolls much more efficiently to further eliminate uneven—or premature—wear, and eventual torque converter failure.
Our furnace brazing process completely laminates the turbine and the impeller. This effectively makes your converter one piece, leaving no weak link in your converter to cause a failure. The majority of our competitors weld their converters.
Welding only holds at individual spots, creating a converter that is only as strong as its weakest weld. Furthermore, welding changes the flow throughout the converter by causing cavitation or disruption of flow.
Furnace brazing ensures that there is no flexing of the turbine, no more cavitation or disruption of flow, providing more raw power to your tires. Every tab on a Precision racing torque converter is of equal strength to any other; all due to the furnace brazing process. A welded converter is only as strong as the weakest weld.
Bottom Line: Welding in the turbine process results in a DIRECT LOSS of EFFICIENCY and HORSEPOWER. Is that what you want for you or your customers?
Steel Billet Cover
The billet front cover was designed to allow exact perpendicularity between the pilot, mounting pads, and the bolt circle. This is virtually impossible using a stock torque converter cover due to all of the distortion when adding a mounting ring and pilot. Additionally, the billet cover is designed to allow for more clutch friction contact area—something that is impossible with a stock type front cover.
A billet cover has, on average, DOUBLE THE CONTACT AREA of a stock converter.
Billet Steel Flanged Impeller Hub
Most competitor’s performance converters come with turbine splines that have a hardness of 0. This rating is just inadequate for the application and too often, the result ...
IMMEDIATE CONVERTER FAILURE
Precision of New Hampton uses hardened turbine splines, virtually eliminating a major reason for torque converter failure. The input splines on the tranny have a hardness rating of 35 on the Rockwell scale of C; the mismatch with the 0 rating, on the turbine, shears the splines right off of the turbine. Another step the competition skips—a cost cut that will only put you at a disadvantage in the long run.