Stators and Sprags and
Planetaries, Oh My!
Article by: Jason Reiss
Photography by: Brian Carner, DYNAMIC Racing Transmissions
August 2003
Harold Miller and Lenny Croteau of DYNAMIC Racing Transmissions
in North Branford, Connecticut, are friends and in many cases,
"saviors," to Mustang racers across the country. Together, this
duo has nearly 60 years of transmission and converter building experience, and
years of hardcore racing experience as well. DYNAMIC Racing
Transmissions is also the headquarters of its own torque converter
company, Torque Converter Techniques, a division of the DYNAMIC
Racing Transmissions operation more commonly referred to as "TCT."
Built under Lenny's supervision, the TCT brand is the only name that will
be found on any torque converter sold by DYNAMIC Racing
Transmissions. Having had the pleasure of spending some time with
Harold and Lenny during one of the "rainy spells" at the recent
NMRA Atco race, I was able to get some valuable information into
what makes their company tick. Read on...
Jason Reiss - hardcore50.com
DYNAMIC Racing Transmissions
Hardcore50: What are the differences in the levels
of transmission that you offer?
Harold Miller: We offer Street/Strip, Basic Comp
units,
Upgraded Comp for higher HP,
and various brake units, including the Mighty Mite, M2, and the
full line of Pro-Tree 2 Glides.
Also, we offer units for NHRA, which range from Stock Eliminator,
Super Stock, and Open Comp transmissions. For Mustangs, we have
basic street/strip parts, all the way up to Pro 5.0 type
transmissions. Vasco Jet output shafts, Vasco Jet input shafts,
Vasco Jet gear sets, new carriers, rollerized planetaries, Alto
High Performance Red Eagle frictions, and Kolene Steels, Kevlar
bands, and Teflon sealing rings. All of these parts are either
installed originally on our transmissions, or are options that the
customer can choose at the time of purchase.
It is our custom approach to
each sale that allows the customer to get the most of what he
needs at the best price. We have also made it a point to warranty
entry-level transmissions the same as the more expensive ones.
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The Mighty Mite C4 and
custom TCT converter:
The brainchild of Harold Miller and Lenny Croteau. This
package has dominated the NMRA Renegade class since the beginning.
Both Bob Kurgan and Mike Post won their championships with it, and
it looks like this year's Champion (and runner-up) will be Team
DYNAMIC members this year, too. In fact, every Winner and
Runner-Up this year has had half or all of this package.
It's interesting to note that all of the technology and
know-how that went into making this equipment as successful as it
is was developed in house. Both Harold and Lenny are true
innovators. The business being what it is, that means that
eventually, some of this innovation finds its way into the
competition's product. They accept that, though, and keep moving
forward to stay at the top. |
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Hardcore50: Where would you recommend a customer to
switch to a Powerglide from a C4? And what are the
advantages to the Powerglide?
Harold: It all depends on the weight of the car,
which class it will be run in, and the horsepower level that
the car has attained. Some classes will only allow for a C4
transmission, and on the other hand, some cars are in
classes where a Powerglide or Turbo400 are really the only
choice due to durability or weight issues. It all really
depends on the use of the car, and which class it will run
in. Here at Dynamic Racing Transmissions, we work
hand-in-hand with the customer to have the proper
transmission for their application.
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SS Forward Drum:
First of its kind produced in quantity to be available to all
racers and quality which has not been surpassed. Originally a
large weak link due to splitting and stripped splines, the
improved drum (tested successfully deep into the 8's) has made
that headache a thing of the past.
Vasco Jet Input Shaft: Once upon a time, most C-4
racers would not ever get to the point where they needed to change
the forward drum, because the input shaft twisted or snapped
before they got close. DYNAMIC Racing Transmissions spares no
expense to make sure this is the strongest C4 Input shaft
possible. Material strength and spline design are both unique to
this piece. |
Hardcore50: What kind of difference would a racer see by
purchasing something like the Mighty Mite II over having the
transmission re-built by his local shop?
Harold: Our quality of merchandise, where we select
cores, which are all hand picked. Our durability, our one year
guarantee, and most of all, the consistency that our parts offer.
After all, racing and high performance in general is all we do,
and all we have done for many years.
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6 Pinion Fully Rollerized
Front Planetary:
Also available as a 3- Pinion planetary, eliminating the thin
thrust washer found underneath each gear and replacing it with a
roller bearing eliminates heat and wear-producing friction. The
friction. not structural weakness, causes failure in the OEM
piece. A 6-pinion non-roller type only increases friction &
power-robbing drag, therefore a 3-pinion roller is a huge
improvement, while the 6-pinion roller is truly over the top; for
the best of the best.
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Hardcore50: Where do you typically see the most
performance gain for a racer switching to your product?
Harold: In most cases, we have seen the improvement
in consistency, durability, MPH, and ET over our
competition. We are 100 % dedicated to improving the racer's
ability to win over our competition's products.
Some new products we are offering include the new C4
Pro-Tree transbrake, which was introduced prior to WFC6, in
Robert Hindman's car. Robert went on to win both the Open
Comp and Modular classes at that race, all with one car.
Also, we're offering a new fully rollerized 6 pinion front
planetary for the C4. We're now making a 2.20 low gear set
with an 8 pinion carrier for the C4. It's the only proven
piece that makes our customers in the NMRA Renegade class
outrun the competition, as opposed to the stock 2.48 gear
set.
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6-Pack Direct Clutch Set
(or Power Pack):
This setup, along with the original Mighty Mite Brake Valve
Body has done more than any other modification or aftermarket part
to help eliminate the dreaded C4 ' 2-3 Flare-Up '. ( Before the
Mighty Mite, C4s usually didn't last long enough without hard part
breakage to make this 'Power Pack' necessary.) DYNAMIC went
through a lot; along with the Alto Products company to perfect
this clutch setup. The premise is simple, though - more clutch
surface area in the same size drum. |
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The Launch
Stick:
Developed at first to get the Brake button off
the top of the shift knob- where it's too easily hit by
mistake, with possible drastic results. Designed to be super
heavy duty, the Stick is also handy for those who don't want
to permanently mount their button (Brake, Nitrous, etc.) on
the steering wheel or dash. Street 'enthusiasts' like them
because they can wire them to a plug; to be removed and
stowed away in the glove box until it's time for action. |
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Torque Converter Techniques, a division of DYNAMIC Racing
Transmissions
Hardcore50: What sets your converters apart from other
companies?
Lenny Croteau: There are several reasons that TCT
converters differ from other companies. Since converter selection
is different for each and every customer, is our personal service.
At TCT, the converter is selected by the converter technician, who
has his hands on each facet of the assembly operation, and the
customer, whose car and combination needs a properly selected
converter to assure proper performance. As I can't say enough, one
size converter does NOT fit all. TCT is on the leading edge of
converter technology, whether it is being installed in a 6-second
Pro 5.0 car, or your daily driver. Every TCT converter is custom
designed to fit your individual needs, and we can rely on our
years of experience to help us determine what will work best for
each combination. Another factor that sets us apart is
component selection. Constant research and development, not only
on converter performance, but also on individual components, helps
us to pick the best parts for each customer. Stator and
Sprag design and development are critical to the proper
performance of your torque converter. Our assembly technique is
another area which is critical to performance, and something that
cannot be compromised. Concentrating on strength and
durability has paid huge dividends to our customers, along with
working with some of the racing industry's most successful engine
builders. Their input on changes in engine technology has been
huge in our converter development. We also work with many, many
racers in the NMRA, Fun Ford, NHRA, and IHRA circuits. We've been
fortunate to work with some of the fastest combinations out there.
We get back a ton of very good data on a lot of different
combinations, from power adder cars in Renegade to high-winding,
all motor combinations in Hot Street. This, in turn, benefits ALL
of our customers, as we incorporate all the new upgrades learned
from this data. The data allows us to construct converters that
are as fast and as durable as possible. So, as you see, converter
technology s a constantly evolving process.
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Hardcore50: What is the most important thing in
determining a particular size converter?
Lenny: Determining the proper size converter to use
in each application depends on a lot of variables and driving
preferences. Generally, vehicle weight, engine size and torque
output, street/strip, or all out race are the main factors we use
to construct each individual converter. Those factors are all
determined in our individual, one-on-one selection process.
Another measurement that is typically misunderstood is "stall
speed". Stall speed is determined by converter size and volume.
The smaller the converter, the more stall speed will be realized.
As the size goes up from an 8 inch diameter to an 11 inch
diameter, the stall speed lowers, and the efficiency rises. The
larger the converter, the more fluid it will hold, and the
volumetric efficiency will increase. |
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Hardcore50: People often consider torque
converters the "black science". Where did you get your experience?
Lenny: You're right, most people do regard a
converter as a technology from another planet. As I've originated
from a racing background, I've raced NHRA Stock and Super Stock
classes for 25 years, and held class wins, event wins, and
national records. All of the engine designs, on track tuning,
chassis set-up, and racing know-how is learned by experience. All
except that thing that goes between the engine and transmission,
and how it works. I had the opportunity to get into the torque
converter business 24 years ago, and started to get an idea of
what they are, and how they do it. That knowledge really started
to bloom when I had the opportunity to work with Kris Abrahamson
of Continental Torque Converters. He, in my opinion, is one of the
sharpest guys in this business. While working with him in
California, I learned in detail the theory of converter function.
I also had the opportunity to produce all of the components from
start to finish. Metallurgy, welding, brazing techniques, and all
of the trial and error processes gained from his years of
experience were passed on to me. From there I came to Torque
Converter Techniques, and we are refining and upgrading the
converter building process each and every day. As engine and
transmission technologies change, which in this industry, happens
every day, the converter technology needs to keep up. That's what
keeps you competitive. That, and a love for converters. Some
people just work for a paycheck, the usual nine-to-five, but I
have to say, I actually and genuinely love what I do. The
opportunity to work with the best people in this business is one
that I wouldn't trade for anything. [ed. note: If you ever talk
to Lenny about torque converters, you'll understand this
statement. I had to opportunity to talk to him at the NMRA Atco
race, and he is extremely passionate about what he does.]
Hardcore50: How do the things you learn factor into
specific changes you make for a particular car?
Lenny: Changes to a converter, in any application,
depend on the information you have about a specific combination,
and your goal for that particular combination. Just take one
specific combination, like NMRA Renegade. You have cars with
centrifugal superchargers, and cars running nitrous. The
supercharged cars have different torque ranges, and different RPM
ranges, depending on the combo. The nitrous cars have another
totally different torque range as well. Even though we use
the same diameter converter for all of them (the Renegade 9"),
every piece that is out there has a different configuration as far
as torque multiplication and efficiency, stall speed, etc.
Having worked with all of these combinations, we have learned
which fin angle station design and internal clearances to use in
each situation. Once you have a baseline to work with, you can
make a small change in any or all of the above parts to optimize
the converter's performance. This knowledge only comes from years
of building
and testing theories and committing a lot of these different
combinations to memory.
Again, we go back to the idea that each converter is application
specific, and one size does NOT fit all.
Hardcore50: Is there a difference in determining
converter size when dealing with a turbo car vs. a blower car,
i.e. Super Street Outlaw, and how do you make those changes?
Lenny: Size does matter when it comes down to the
turbo car versus the blower car. It all relates to engine torque,
and at what specific RPM the engine makes its torque peak. Motor
size, along with blower or turbo application, also are the key
factors in converter selection.
Turbo cars are the most challenging for any converter
manufacturer. The turbo needs to spool free, building boost on the
transbrake, then couple hard and let the turbo boost take over off
the line. Extreme heat in the transmission fluid is a major
factor, due to the transbrake. Supercharged cars are a little more
forgiving. Blower application and tuning dictate stall speed much
more so than the need to have that "freewheeling" effect that the
turbo needs to spool quickly. Most turbo and blower cars are using
a 10 inch converter because of torque output, and the need for the
components to withstand the power of the engine. Stall speed
changes are made through the pump angle, and the different types
of stators that we use.
Hardcore50: What about naturally aspirated?
Lenny: Having raced NHRA Stockers and Super
Stockers for so many years definitely makes the naturally
aspirated classes and cars a lot more familiar to me. With a
naturally aspirated combination, selection has a lot more to do
with carburetor, camshaft, intake, and cylinder head design. The
emphasis in converters for these classes needs to be on component
strength.
For NMRA Hot Street, and FFW Street Bandit, we have done a lot of
research and development to satisfy both the three speed (C-4) and
two speed (Powerglide) cars. A state of the art stator design,
TCT's own innovation, has brought about a converter that can stall
at 6700-7000 RPM, and also have a 3.4% or lower lock up
capability. It also keeps the engine drop on the shift to a
minimum. Talk about having your cake and eating it too! As you
know by now, every combination is different, even in the same
class, so constant R&D and communication with our customer is a
must to keep TCT converters on the leading edge of innovation and
performance. On street applications, fluid management is key
to attain adequate stall speed for performance, and efficiency to
aid in drivability.
Hardcore50: What about TCT's converters differs from the
competition?
Lenny: I want to believe that TCT's approach to
one-on-one customer service, along with building each converter
combination specific for each customer's vehicle is what makes us
different. By doing this, day in and day out, we assure our
customers of the latest design changes as far as performance,
durability, and customer satisfaction.
DYNAMIC's commitment: Our service pledge is to serve our customer, make them fully
aware of all our products, keep them in the
winner's circle, and service them after the sale, with the
best warranty service in the industry.
At this time
DYNAMIC/TCT's C4, Powerglide, and other types of equipment are
sold and being raced from coast to coast, in Canada, Puerto Rico,
Hawaii, England, Australia, Norway- even Saudi Arabia!
Quotes from some of DYNAMIC
Racing Transmission's customers:
Jack Zedek, mouthpiece of the JRSRacing team in NMRA Hot
Street (Shane Long, driver):
Lenny provides us with the best customer service we have ever
seen, bar-none. His converter program is really making huge leaps
and bounds even over the stuff he did for us last year. For
instance, we were running one of his 8" 2002 converters at
Bradenton. Our best run there was a 9.29 @ 145. We called him up
and he put his newest stator in and immediately ran 9.24 @ 147 at
Reynolds! This same converter was in the car when we ran 9.18@149
in Columbus and we have yet to find any other converter that can
outperform it. Lenny is one of the friendliest guys we've met and
we love doing business with him.
Mike Post, NMRA Renegade Champion, 2001, Class Runner-Up,
2002:
I can't say enough about the
Mighty Mite M2 C-4 trans and TCT converter in my car. The
Dynamic Racing Transmission and TCT converter has won me a Championship
in 2001 and a runner up in 2002. I have never lost a race
because of transmission or converter failure. Not even so much
as a failed trans brake in 3 years of racing. If I was to start
over tomorrow guess what part I would order first...
Derrick Smith, NMRA Pro 5.0 Driver:
Lenny, Harold, and J.R. , just wanted to let you guys know how
much I thank you for your support. Dynamic and TCT are without a
doubt the best transmissions and converters on the market! I
couldn't have made it this far without great products from great
people! You guys are more than just a sponsor, you're also true
friends! Thank you and I look forward for many more seasons with
Dynamic/TCT!
Kenny Compton, NMRA Hot Street/FFW Street Bandit event winner:
I just put in my new TCT torque converter, and
picked up over a full tenth consistently. In a class which
is as close as we all are, that's outstanding! Totally
unbelievable performance, and my DYNAMIC transmission has been
just about flawless as well! They are easily the best
transmission products I've ever run. Lenny and Harold,
thanks!
Dynamic Racing Transmissions can be reached at:
DYNAMIC™ Racing Transmissions, LLC
104-5 Enterprise Drive, Unit 1
North Branford, Connecticut 06471
Tech Questions & Orders: (203) 315-0138
24-Hour Fax: (203) 315-0352
On the Web:
www.dynamicracingtrans.com
E-Mail:
DYNAMICRaceMail@aol.com
Torque Converter Techniques can be reached at:
Torque Converter Techniques™
104-5 Enterprise Drive, Unit 1
North Branford, Connecticut 06471
Tech Questions & Orders: (203) 483-9508
24-Hour Fax: (203) 315-0352
On the Web:
www.dynamicracingtrans.com
E-mail:
DYNAMICRaceMail@aol.com
[Ed. Note: Lenny and Harold, thank you for taking the
time to educate us a bit about the products that you offer.]
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