A New Generation of the Torque Converter
Hughes Performance would like to introduce you to the XTM & XFM series, torque converters. Simply put . .
There is no other like it!
Let’s first understand the main objective of the converter: A fluid coupler designed to allow the engine to idle smoothly while in gear and transfer (convert) the maximum amount of torque (power) from the engine to the drive wheels. A torque converter designed to operate in a light duty 3/4 ton vehicle should not be the same as a converter used in a heavy duty 1 ton dually or even a class “A” motor home. But . . . that is exactly what the industry has dictated to us for years . . . until now!
This “New Generation” torque converter is available for General Motors, Ford and Chrysler transmissions. The “XTM” is slightly higher stall for gas engine application and the “XFM” is a lower stall for diesel engine applications.
Stronger Than Stock or Heavy Duty
Built with a heavy duty one piece hub and balloon plate, heavy duty sprag, silicon spot welded fins in turbine and cover, providing strength beyond compare.
Because of the increased cooler flow, the transmission and converter will operate cooler, increasing the life of the transmission and converter.
The combination of the stator and specific application fin angles applies maximum power to the wheels. This allows you more available engine power.
You no longer need to be afraid of the “long grade” with the “heavy load”. The XTM and XFM series converters run 7 quarts of fluid more per minute than original equipment or stock application.
This new generation stator (torque multiplier) transfers power from the engine to the wheels more efficiently.
What is Torque Converter Stall?
Stall speed is the point where a converter has reached it’s maximum fluid flow or it has hydraulically locked up because torque multiplication has reached it’s highest point.
All stall speed ratios are approximate and will vary, based on the torque of the engine. Small and Big Block combinations will vary 300 to 500 R.P.M.’s Stall speed is the amount of engine R.P.M. that can be attained at full throttle with the brakes locked and the transmission in gear before the drive wheels turn. It is very important to determine that if your vehicle drive wheels turn before the desired stall is reached, you must either “flash” the converter to attain higher stall or install a brake proportioning valve that directs more fluid to the drive wheel brakes to better hold the vehicle. In either case, attainable stall ratio will not exceed 3500 R.P.M., due to the vehicle braking system, which is even worse with disc brake equipped cars.
Performance engines are modified to produce more horsepower and torque and it is essential to know what the peak torque or your engine is and to match the stall speed ratio of the torque converter with the engines power curve. This match will give the optimum performance or “launch” of the vehicle. There are no closer-tied components in any vehicle than the engines’ camshaft and the torque converter. Attention to this detail is of utmost importance to your vehicle’s optimum performance.
Full Miser 1000-1200
This is our gas mileage converter. By reducing the amount of slippage in our Fuel Miser converter by 25-30% we can effectively increase gas mileage by 2-4 miles per gallon, with a closer 1 to 1 lock-up.. Your transmission will run cooler with less friction, reducing heat build-up. Actual mileage gains may vary according to your type of driving and installation. Recommended for 400 cubic inch and larger gas engines as well as all diesel applications.
Tow Master 1800-2000
Our severe duty performance converter used in many late model trucks, crew cabs, 4×4’s and motor homes will increase bottom end pulling power without sacrificing top end efficiency or lock-up. Mileage is increased by as much as 1-2 miles per gallon. Recommended for slightly modified engines.
Street Rod 2000-2200
This converter was designed and manufactured for the street rod enthusiast needing that slight edge of the O.E.M stock converter. This unit has silicon brazing for strength, needle bearings for reliability, and stator modifications for more torque multiplication.
Street Master 2200-2500
The “Street” converter was design for the driver who is looking for that competitive advantage. By raising the stall RPM you can eliminate that slow, sluggish start. Recommended for stock to slightly modified engines to achieve performance, along with a smooth idle when the car is in gear.
These units comprise our finest tow convertor technology. All units are designed with Heavy Duty use in mind. From extra brazing to greater fluid capacity, bearing assemblies. special stator configurations and design increase torque multiplication, allowing more towing capacity and in most cases, increased gas mileage.
For the most significant towing by way of diesel engines that have their output increased, Hughes also offers the super-duty XFM series for the Ford Powerstroke, the Dodge Cummins and the GM Duramax. These units are built to take all the punishment these engines can create by using billet steel covers that cannot flex or distort even under the most challenging situations. Instead of trying to “lockup” the converter for increased efficiency and fuel mileage with any type of single disc, we have replaced it with a triple-disc design, which significantly increases the converters ability to endure the increase in torque and horsepower and still deliver top performance for your diesel application.
Fuel Miser Series
2000 Stall Series
2500 Stall Series
|Aluminum Powerglide 1962-73|
|TH350 1969-79 Non Lockup#|
|TH350 1980-86 Lockup#|
|TH400 1965-90 w/6 Pad|
|TH2004R & TH700R4 1982-84|
4 speed OD 27 spline
|TH700R4/ 4L60 1985-92|
4 speed OD 30 spline
|4L60E Electronic Control 4 speed OD 1993-98|
|4L60E Electronic Cont. 1999-on All with 4.8L,|
5.3L & 6.0L
|All 1998 F-Body w/ V8|
|4L80E HD 4 SP OD 1991-99|
|4L80E HD 4 SP OD 2000-on|
T1000 Allison 5 spd w/Duramax Diesel
Fuel Miser Series
2000 Stall Series
2500 Stall Series
|C4 1964-69 24SPL 10.5″ Bolt pat.|
|C4 1964-69 24SPL 11.5″ Bolt pat.|
|C4 1970-81 26SPL 10.5″ Bolt pat|
|C4 1970-81 26SPL 11.5″ Bolt pat.|
|C6 1966-84 w/360, 390, 428 &|
429 V8 and 1.848″ Conv. Pilot
|C6 1966-91 w/302, 351, 400 &|
460 V8 and 1.375″ Conv. Pilot
|AOD 1981-90 4 SP OD F150|
|AODE/4R70W 4 SP OD Elec.|
controlled 1992-on 11.5″ BC
|4R70W 4 SP OD Elec. Cont. 10.65″ BC|
|E4OD HD 4 SP Electronically|
Controlled OD 1989-97 4 STUD
|E4OD HD 4 SP Electronically Cont. OD 1992-97 w/Powerstroke Diesel & V8 Gas w/6 STUDS|
|4R100 (Late E4OD) 1998-2002 HD 4 SP OD w/V10 or Pwrstrke 6 Studs|
|5R110 HD 5 SP OD 2003-on 6 Studs|
|A904 (TF6) 1968-on All 6 cylinder|
and 273/318 V8 w/27 spline input
|A727 (TF8) 1967-on All w/24 spline input|
|A500 (40/42RH) 1988-on NON-electronic 4 Speed|
OD w/27 spline input
|A500 (40/42RE) 1993-on Electronic 4 Speed OD|
w/26 spline input LOCKUP
|A518 (46/47RH) 1990-on NON-electronic 4 Speed OD w/24 spline input|
|A518 (46/47RE) 1990-on Electronic 4 Speed OD|
w/23 spline input LOCKUP
|A518 (46/47RE) 1990-on Electronic 4 Speed OD w/23 spline input, V10 Gas Eng LOCKUP|
45RFE 1999-on 5 SP OD w/HEMI V8