The feather in the driven wall fan is essentially like adding a load to the vehicle.

In a real application, this is just like pulling a heavier trailer. If you were to stick a feather into the blades of the driven wall fan, the driven fan will slow down, but not the drive fan.

The drive fan will always turn slightly faster than the driven fan, just like the wall fans. This important concept is commonly referred to as fluid coupling.

The driven fan then starts to turn and move the vehicle. As the vehicle’s brakes are let off and the throttle is held, the engine speed increases, and the drive fan blows more oil at the driven fan. When a vehicle is stationary, such as at a stop sign, with the transmission in gear and engine at idle, the drive fan that is connected to engine is spinning so slow that it will not transfer enough oil to turn the driven fan. In addition, oil is used to transmit the energy between the two fans, as opposed to air in the example scenario. In the case of a torque converter, the drive fan is connected to the engine, and the fan being “driven” is connected to the input shaft of the transmission. If we turn one fan on, the wind from this fan will start make the other fan turn, although at a much slower rate than the 'drive' fan. Let’s start with two wall fans facing each other. Below 0.005 blueprinted runout tolerances.TIG welded, furnace brazed, and silicon bronze reinforced turbine.Proprietary high-performance multi-disc lock up clutches.

Eliminates need to feather throttle to reach lock up.

Insures lock up on computer and valve body signal.

Creates a venturi effect to help torque multiplication.

Designed to rotate better when going into coupling mode.

Made from steel forgings to reduce porosity.

K-factor and torque ratio tested on in-house dynamometer.

Designed and manufactured in-house from start to finish.

Dodge 48re torque converter drain