I Think I Found The Converter Problem in the Wagon. 2 Step-Check!!

[@chrisrich2828]

What an incredible time to be alive, how crazy is it we can just tune in for free to an all access pass of a mechanical genius the likes of Steve f’in morris, I’m seriously taken back by it and beyond thankful.

[@AndyL940]

Mechanical genius .. bold statement there

[@loudelvis610]

It does cost a like... still almost free

[@bigduphusaj162]

im 42yr old and its a terrible time to be alive. The worst in 4 decades by far.

[@tomnorwid]

@@michaelpaul8862 Amen!

[@pharmztko]

Taken aback*

[@arkwoo]

Steve - I'm running a built TH400 with a trans-brake and a solid Vasco input shaft behind a blown big block chevy. This is a street/strip build and when I first put this drive-train in use it ended up wiping the thrust bearings and thrust journals on my forged crank. We determined this was caused by high converter pressures pushing forward against the back of the crank - the result of high line pressures and poor oil return from the converter. Stock TH400 input shafts are gun-barrel and cross drilled to allow oil return from the converter. Using a solid aftermarket VM300 input shaft restricts converter oil return, resulting in both higher oil temps and excess thrust at the back of the crank. This is what ate my crank journals in the first build. For a race-only setup this is not too big a deal - you’re only operating a quarter-mile at a time. For a street/strip build this becomes a much bigger issue - constant street use means you’re always creating forward thrust against the back of the crank and generating higher trans temps, etc. To address this in the new build, we machined down three equally spaced splines on the VM300 input shaft itself, thus providing passages for converter oil return. This solved my problem. I later learned this was an old trick that long-distance Baja racers used for their high performance TH400 builds. It appears you've addressed any thrust issues by using torrington bearings at the front of the crank ( pretty slick setup, that 😊 ). However, you mention in this video that you're still seeing high temps in your converter oil return. That solid Vasco input shaft may be the culprit, impeding oil return from the converter. It might not hurt to have a discussion with Rossler about possibly removing some input splines like we did to allow more oil return from the converter. Just my 2 cents 😊

[@davidb6576]

Informative post, thanks!

[@duygukayhanisaskank4915]

@arkwoo: AWESOME commentary & I agree 100% about the solid Vasco input shaft substantially increasing the temperature of transmission fluid. A fluid cooler is required. Otherwise, keeping the transmission fluid temp. below 400 degrees will be nearly impossible. On the stands, he's seeing 380+ temps. But under a high RPM load that transmission fluid will easily reach 500+ degrees. Why Steve was told a fluid cooler isn't necessary with his transmission set-up is inept advice on the part of his transmission tech. Removing some splines on that input shaft is GREAT advice. It does help a lot. Even then, I'd run the fluid through a hi-flow, hardline-plumbed, 2-pass cooler with a SPAL Fan. I hope Steve reads your excellent commentary. Respectfully, Ben

[@arkwoo]

@@duygukayhanisaskank4915 Thanks for the response :) I do run a front mounted multi-core, fan equipped Derale trans cooler as well.

[@stevenbelue5496]

I wasn't aware fluid actually traveled through the splines

[@arkwoo]

@@stevenbelue5496 In a stock TH400, oil returns from the converter using the gun-barrel drilled input shaft. Since I'm using a solid, aftermarket input shaft, oil return is severely restricted. Removing (machining away) some splines, converter oil has a way to return to the pan.

[@bigschwiggy]

There really is nothing like finding out something as simple as that. The feeling is 1 part disgust and 1,000,000 parts eureka!

[@micahbuchheit1283]

Absolutely

[@NaturalBornGriller]

It's like "YEEEEEEEEEES!!!!!!! ......FUCK"

[@deegan727]

He spent thousands of dollars for that eureka moment when you consider all the burned up torque converters, trans, travel expenses, track costs, entry fees, passes on the motor that will need fresh rods,bearings,pistons,rings after X amount of passes. I bet he’s 20k+ into this problem. That disgust and eureka ratio is backwards.😂

[@tankeater]

EVERYTHING is dealing with fractions of an inch. That's why there's always that 1 engine someone has that is GOLD. It's just so perfectly harmonically balanced, it's better than it should be.

[@kanervatie]

Actually, it's "heurēka"

[@stevebeavers3754]

Appreciate the frequency and quality of your videos Steve.

[@outbackaction7264]

I wonder if Mullet has that same clearance too tight and that is what is driving the crank forward excessively hard? Top stuff as usual Steve. I wish it was easier to get my hands on one of your engines here in Australia.

[@ChequeredTuning]

just order one, i just got parts delivered from jesel USA today, and i ordered them Monday. Engines are only a fortnight or so freight.

[@adrenalinowner7992]

I was just thinking the same thing… @outbackaction

[@georgedennison3338]

I'm thinking ol' Cleetus doesn't know about the NHRA 2 step test rule...

[@macattack1392]

Try to get a group of people to order. Help Cover freight. The rod shop that cleetus works/worked with & got the killa bee camaro from. Major long shot is hoonigan they were overseas. Fund out which they worked with. May get lucky on shipping part.

[@joejaimeyfield5754]

Just to add a quick point to Mullets crank being pushed forwards.......Steve made it a point to show the thrust bearing and it had absolutely no wear on either side...backwards or forwards. I turned out to be a stuck oil pump bypass valve, So that being said, Mullet is good to go!

[@padders1068]

Steve! You have humility, are honest and modest. Everything crossed that you have got the convertor issue(s) sorted and that The Wagon is going to be Kickin Ass real soon! Thanks for sharing!

[@treavblom]

This is such great tech info! I’m building a race truck myself and would have never measure to make sure my torque converter to flex plate measurement was correct. Thanks for saving me a transmission and converter rebuild!

[@alkyiroc]

Your little speech near the beginning of the video is what sets you apart from all the other really good engine builders out there. "I always assume I could be wrong." A previous video where you mentioned that you're the only person to make videos showing what went wrong and how you plan of fixing the problem and no other race teams does this nails it on the head. You explain all the little things that most of us take for granted without really knowing why something does what it does. Same goes for the recent video showing carb adjustments on the dyno. Carbs still work but new school racers don't understand them. Not as precisely tunable as EFI but they still work. Perfect videos.

[@briananderson5284]

Awesome update, now you need to find a race track and go kick some butt !!! Thanks again Teacher Morris, always with a great lesson !!!

[@stevemorrisracing]

😁

[@edtheplumber5307]

Really appreciate your videos. I am into engineering, not race cars and especially not automatics; however, I enjoy seeing you problem solve real life engineering issues in an honest and informative manner.

[@danielvannuland2681]

Why even put that first part of your second sentence? Automatics are used in top fuel 😂

[@robbygray9562]

​@@danielvannuland2681top fuel uses a clutch systemi do believe. Not slushboxes like these autos.

[@danielvannuland2681]

@@robbygray9562 correct, but in essence the same principle as an auto, smash the pedal and it goes. To say "im not into race cars or automatics" on a car channel is just... Hes a plumber trying to act sophisticated (coming from an electrician LOL)

[@TheCorruptedHuman]

You know how many people don't have the ability to admit they don't know something or that they were wrong? You truly have a gift man. And then you share your misbelief so the others can learn from itin the future! You can't hear it but I AM sloW-clapping for you right now man!

[@SquarebodyStuff]

I love your comment about always second guess yourself. To many people are afraid of being wrong. I second guess myself all the time and sometimes it's for good reason. Thanks for sharing how your setup was wrong and putting it out there for everyone. I wish more people were as honest with their mistakes. The world would be a better place.

[@jamescrockett6887]

Today I learned stuff! But it is so entertaining how you teach us! I even have a custome ringtone I made for your channel and the members channel. I clipped one of your really loud 2 step test that was well recorded. When i hear that notification go off, it scares me and others around me! I enjoy the fun and loving interaction you and Kyle have. Lets Go Steve and Kyle!

[@DakotaTrucker]

How to get ahold of it is my question

[@Natesworld92]

How do you clip audio like that for notifications please help that sounds awesome

[@GonzoDonzo]

Turn your notification alarm down. Everyone hates people who do this in public for their own selfish amusement

[@electronicengineer]

@@GonzoDonzo Really? You're for real? Should he turn his "incoming telephone call" notification (ringer) off also, so as to not be disruptive to the general public which, according to you; "hates people for public mobile phone notification sounds? You cannot be serious... SMDH...!

[@GonzoDonzo]

@@electronicengineer learn to read. I didn't say turn it off, i said turn it down. Did u ever graduate from elementary school or do u still get off on childish, disrespectful behavior?

[@MadsWorld34]

other than changing the front and rear seals. and the filter. i know NOTHING about transmissions. but i love how you don't just tell us you found the trouble and let it go you show us. what the trouble was and how you hopefully fixed it. thats why i love your videos.

[@davidsholar2874]

You do really good job of explaining things and breaking them down to a level that most everyone can understand and could use to figure out their own problems. Thanks for all the good information

[@fmerkl]

Great info Steve ! actually ran into the same problem on over heating the converter 15 years ago ! Added another block plate Back then! problem Solved ! But never have been able to afford converters like yours ! We've been high 6's in the 1/4 with a 712 BBF and a Ford C6 and an Edge Racing Converter

[@tankeater]

EVERYTHING is dealing with fractions of an inch. That's why there's always that 1 engine someone has that is GOLD. It's just so perfectly harmonically balanced, it's better than it should be.

[@NBSV1]

Even using all stock parts there can be quite a power gain by blueprinting everything and really making it match.

[@vehdynam]

More great information ! A good explanation of why convertor to pump clearance is so important. Many thanks Steve.

[@stevemorrisracing]

Thanks

[@ryno6101]

Caution I did learn something from this video I’ve always set my converter to flywheel at .140 max Of course never ran more than 1100 hp Great information ❤❤❤

[@davidanderson2393]

Good thing you video as much as you do, pretty lucky he caught that watching you go thru the process.

[@skeetamacgyver1821]

I want to thank you Steve for taking the effort and costs associated with providing us with these high quality videos which allow ua to share the most interesting parts of your journey. You seem to shoot these in real time and you have my respect for doing such a professional job! Thanks thanks thanks!!!!

[@Sainted1973]

Yea Steve best damn teacher around I wish growing up I'd of had someone like you. Amazing builder and Teaching skills. Thank you again for another awesome moment in my day today look forward to more bad ass videos. God Bless

[@stevemorrisracing]

Thanks

[@donmathias1705]

Good news. Awesome your converter man gave you the heads up re clearance. We don't know what we don't know. Won't be first person caught out nor the last. Makes you wonder if that important data should be included with aftermarket parts. Interesting no one seemed to point that potential problem in the comments. Great video.

[@OneHappyCrazyPerson]

Thanks Steve for the insights and clock work uploads ! It's beyond me how you do it all. 🦅🇺🇸

[@bluemule3891]

Hi, just a thought, trim the nose of the converter, (on a lathe) then shim the converter to flywheel at the mounting bolts. This will allow you to get the exact clearance needed to compensate for crank movement and heat expansion/ ballooning. Once assembled, push the converter all the way back and use a feeler gauge to check the clearance, add shims as needed. Blue Mule

[@sketchypoodle1236]

@ 7:10 Pretty sure that's called the stator reaction shaft. Thanks for spelling out the reason for the pump clearance though, good info. If I'd ever been told that I'd forgotten.

[@JiggyGnorrus]

Glad you finally found out the converter and temp problems, can't wait to watch her rip!

[@timlilly9238]

Was told that .350" was needed total. Forward and after flexplate. I always finish the slot in the thrust bearing also. To insure oil flow if the crank is pushed forward. Too much restriction in converter line pressure on return side causes hydraulic pressing action of converter and converter growth.

[@johnb7430]

I do love the transparency and honesty on the channel. Keep telling it like it is

[@trenchrot]

I'm here for updates on that left arm exhaust burn. We made it to the sloughing phase!

[@tnexus13]

Was wondering what that was.

[@NBSV1]

Them headers can be really hot. Enough to burn you before you even notice you’ve touched it.

[@bigduphusaj162]

​@@NBSV1yeah, we know

[@throttlebottle5906]

I laid my arm across a chromed exhaust pipe once, it instantly burnt and blistered before I knew what happened, setting timing on type1 vw engine(rail buggy). I still have a weird looking spot there and it's been there about 26 years. just a wee bit hot!

[@jbm8444]

I am always impressed by the size of the radiator, the wagon must seriously make the planet a warmer place to live , thanks Steve.

[@leftyo9589]

good to see you figuring it out. converters and fluid get spendy fast at the rate you were going.

[@preachers4135]

Turbine shaft. The input shaft in an automatic transmission is called a turbine shaft. Glad you’re making progress and overcoming challenges Steve. Thank you for bringing us along for the journey!

[@chrismonteith1]

sounds like you would know the answer to my question. why couldn't he just machine the converter down a bit?

[@LeonardRoberts]

​@@chrismonteith1 In theroy I suppose you could turn the pump drive, there would be a high risk for getting shavings in the TC, plus changing the depth of the pump drive notches, not sure if that world make a difference or not.

[@preachers4135]

@@chrismonteith1 That’s a great question! When Steve was explaining the issue that was actually the solution I was thinking, or make a new bell housing. I agree with the concerns that @leonardroberts mention in regards to contamination entering the converter but this unit is easily disassembled and could have its internals removed for machining and thorough cleaning. (OEM TCs are seam welded together) However I don’t believe altering the pump drive tang engagement would be necessary- you just never want to bottom out or put pressure / bind the pump as Steve pointed out in his earlier video. Another thing to consider is if this portion of the converter is hardened, especially case hardened, and if so what effects will cutting or machining have on it. -My speculation is the converter with its impeller, stator & lockup clutch, the turbine shaft, and pump are all engineered to work together. With oil flowing through and around the shaft there could of been an issue where oil exits the inside of the turbine shaft being delivered in the wrong position inside the converter. Using the mid plate as a spacer really is a great idea: correctly positions the converter with all its components and was much faster, easier & cheaper than buying or making a new bell housing.

[@h.h.legacydiesel6724]

Thanks Steve, Your spot on! Sharing this with all of us !!!, l want to say Thanks 😊! I sure hope this is it, 60' will be better, quicker spool, better trans grip, ( hope you don't find any? or next to zero slippage) Low 6 - second pass right out of the trailer ! ✌🏻🧡🌦 🇨🇦🤘.

[@62679203]

just learnt more about converters in 15 minutes than i have in the last 2 years. cheers legend

[@darylmorse]

Glad to hear you are making progress on this problem! Not sure why you would not want to run a cooler on the track. Basic physics, if you have more oil, it takes longer to heat it up to the maximum temperature and if you have a cooler it will reduce the reduce the maximum temperature as well as help to cool the transmission between rounds. Sure, it's a bit more weight, but that seems like a small price to pay for a cooler transmission and torque converter.

[@tomhanson4153]

Big cooler with a fan

[@shawnwalsh5430]

If Transmission is in operating temp. Range during pass why add another system that could fail/leak. Remote cooler is his option in the pits while everything else is cooled down. Physics would show that more equals more work. Just saying. Thanks

[@tomhanson4153]

@@shawnwalsh5430 Well he is wanting lower temps soooooo.....

[@bigduphusaj162]

​@@shawnwalsh5430but its not within operating temp. Thats the point.

[@michaelhubbard4272]

Awesome! I was getting a little concerned that it was taking so long to find the issue. Love that wagon! Can’t wait to see you out racing!

[@lumpycam302]

awesome learning with you Steve, yes the right clearance is critical I only know about my trans Ford C4 and the right clearance is super critical

[@sadiejustin]

Yep! Definitely learned something today watching this video. Here's to getting that thing in the 5's! 🍻

[@JHcustoms937]

Damn good info everyone talks about the converter spacing but I've never heard anything about the fluid. That's great to know. I'm sure there are plenty of others that feel the same. The gap is always for thrust and pump engagement. So we thought. Or I thought. Lol.

[@michaelloth5870]

I was almost certain you needed a different converter with a lower stall speed, the clearance issue was good news. I like the sound of the transmission cover to keep 900F oil from spraying all over the place. Hopefully the oil never gets that hot again.

[@oldanslo]

1:48 I read a bumper sticker that said "Don't believe everything you think." Good advice.

[@larryjohnson1966]

I had no clue about the fluid running in the pump shaft. I had no idea there was a measurement for that. Wow, I am smarter. Thanks Steve.

[@cameron878]

Not sure how you're measuring converter clearance, but I've always used the smooth part of a drill bit and a caliper. Just slide the bit between the flexplate and the pad on the torque converter. Something a fellow transmission builder told me, and I use it anytime I'm installing a new converter or changing the setup.

[@bobqzzi]

Glad you found it. I have an observation about the bell housing/block interface. Virtually all modern cars have the bellhousing structurally connected to the pan so there is 360 degrees of engagement. Traditional set-ups like yours have only 220ish degrees. Given the massive forces you are imparting, I wonder if there isn't a bending moment there that could cause trouble.

[@kiwidiesel]

That stuff is all alloy, alloy doesn't take kindly to any kind of flex and if excess stress is present it will usually crack. I have yet to see either Steve or Cletus brake one so I suspect the setup is sound.

[@Deuce1550]

That was a super cool thing for me to learn today. Thank you Steve for sharing

[@wadebonhomme2142]

Thanks Steve, I didn’t know how critical that spacing is, I was like you, as long as there is something then send it, nope .187” is apparently the sweet spot!

[@FastSS02]

Now I know the magic how the fluid flows into the torque converter! I never knew exactly how that worked.

[@HighMXHubby]

Hopefully the smoked torque converters can be refurbished. Thanks for Paul Harvey-ing the reason why the gap measurement is not just to ensure pump engagement. You are the Mike Patey of engine building!

[@JMichaelBreitenbach]

I often wonder if other car enthusiasts have found the gem that is Mike Patey 😂

[@stevemorrisracing]

No damage to them

[@Grooty79]

Interesting to put real knowledge behind the ideals of convertor spacing, I always made sure I had lots of clearance as cheap convertors tend to balloon , a side line of convertor ballooning is damage to the engines thrust bearing,

[@9876554]

As always,great info and video. Thx a whole bunch…. Question…. Why di you work on the wagon so low off the floor? A 2 post or 4 post lift wouldn’t make trans removal easier? Thx again!

[@ohyeahbabyohyes]

This whole time it seemed like oil was getting through the torque converter, just not enough. Converter support shaft-to-pump clearance is a pretty awesome resolution to this issue. Fun to see what a 2000/3000+ HP does to a small amount of oil in just a few seconds.

[@lanwickum]

For burns, like on your arm. Liqud Avdil right on the burn. I cut open a bunch or liquid advil tablets and mix with a lotion you prefer and put it on burns. Works amazing.

[@montestu5502]

Yep, I learned something new.

[@gtnoslp]

Great Vlog...glad the problem has been figured out, Quicker and cooler is good!

[@redchemicalsltd2324]

Steve, thanks again for taking the time to share this tech information...absolutely great content, & this looks to have definitely sorted your excessive converter temperatures👍...🇬🇧

[@Hjfvvdst]

Thanks Steve. I didn't have a clue until now.

[@brianwunderlich5752]

Hell yeah, the Morris boys are back in town and taking names! This is a prime example of why you only change one single variable at a time to find a problem, takes time. But you learned something incredibly crucial that was very easy to over look. 🍻 cheers, Steve!

[@RicardoGonzalez-ww3ov]

When I watch your videos I realize how little I understand about a gasoline combustion engine . I can diagnose , tear apart and rebuild a turbine but thank you for your lessons on this subject . For you converter overheating issues I would put a temp sensor next to it so I could figure out the exact time when it is heating up to cross reference with a time stamp on your diagnostic data .

[@stevetheborg]

expensive mistakes are expensive training. we learn the most when something costs a lot. thanks for taking us along.

[@willecutlip]

Glad you were able to identify and correct the flow restriction! 👏🏻

[@jaygee3667]

Your channel is becoming what Cletus’s channel once was. Love the content.

[@atomizedart411]

Steve Morris proving without a shadow of a doubt that a firm knowledge of math is NOT a requirement if you want to design and build one of the worlds most bad ass engines😎

[@pinsandscrews6459]

It takes a very confident man in himself to admit when he is wrong, or unknowing, and accept that knowledge. This is the reason I trust Steve Morris for my information. He may not be accurate all the time, but when corrected by Experts, he steps up and clarifies his lack of knowledge without putting blame on someone else.

[@usmclee65]

Sounds like you got it fixed, great job!

[@Nathan660]

actually, the converter fluid exits the hub and goes to the cooler, and is typically fed from the input shaft or between the input shaft & the stator tube

[@darrinbosley1728]

Sounds like your on the right road. Congrats on working it out. Maybe no more hot colors on the converter.

[@pro5.019]

I've always used .125 conv end clearance for power glide or TH 400. I had a power glide set up at .187 once and when I let go of the trans brake the car didn't move. I pulled the trans and conv and found that the conv hub pulled away from the pump gears. It rounded out the notch in the pump gears and disengaged hence why the car didn't move. Just something to think about.

[@scottdrenske830]

Love how real steve is when he talks. Thanks for being so informative with us. Love this stuff.

[@tylersterling9578]

Hopefully the cleeter crew sees this video!! And we can get mullet running great again!!! Love the video Steve keep killing it as always!!!

[@jayceecombs6887]

Wow Steve, alot of new intel! Sure trust it heads you out of the rabbit hole! Thanks, J

[@anomamos9095]

If you have the clearance for an extra deep pan you can fit an auxiliary cooler inside the pan . Just get a some aluminium line and coil it so that it clears the pickup and fits in the bottom of the pan, then either weld fittings or use bulkhead connectors to run the line out of the pan then you can connect this coil to another cooler either oil , water or refrigerant.

[@davelowets]

They make trans pans with cooler tubes built right into the pan casting now. They're pricey, but good.

[@anomamos9095]

@@davelowets I know but diy is often the only choice

[@anomamos9095]

Actually if you have access to all the goodies Steve has you could CNC a cooling plate to weld into the bottom of a pan.

[@AdrenalineJunky17]

I wonder how many 4L60 fudds are going to comment that the Temps are EXTREMELY too high and that the transmission is going to melt hahaha! Awesome content Steve. Love the transparency and information so we can all learn.

[@davelowets]

Playing with the thickness of the mid motor plate is a great way to increase the clearance for a tight converter measurement. I personally would have ended up taking some off the converter lugs to increase the clearance.

[@xozindustries7451]

Very interesting,I’ve always wonder howguys running all different center block plates get the converter and starter to line up correctly, I’ve seen guys space out the flywheel, run spacers on the torque converter, just anything to get it bolted up

[@garylucier6817]

The absolute best fix is to mate the known possible multiple auto transmissions used by any and all SMX users to the block with all internals installed and the flex plates and flywheels used without the converter in the mix, then measure the distances from pump to crank. And provide the distances to known converter mfg's., so they can properly manufacture the converters to fit the custom application.

[@laurapitre5797]

Won't work because different builders use different engine plates.

[@Empire91]

Thanks for explaining the Bump. Can you explain the 2-STEP in the next video? I may be wrong, but i’m guessing its cutting spark to prevent rpms from climbing higher… and the pops and bangs we hear is the fuel being lit off after several revolutions of no spark finally lighting off?? Is that correct? Please explain for all us NON RACER guys who love to watch the hobby, but aren’t actively racing in it…

[@niteriderevo9179]

yes, it's basically a secondary revlimiter that kicks in usually alongside the transbrake on automatic cars, also can signal the ecu to intentionally misfire 1~2 cyls per bank to spool the turbo[s] up if the car's a turbo car.. that intentional misfire is what makes the popping and banging out the exhaust.. a lot of the upper classes on the rallycar end do that same intentional misfire when off the throttle, which is it anti-lagging..

[@mikesmith2383]

The cost to put thousands of horseponys to the ground! Hope this gets it fixed for you. Thanks for all the info. Definitely learned a lot from this channel!!

[@GNX157]

Richard at Precision transmissions checks the converter depth on every build, but he’s usually moving the converter in slightly to drive the pump gear better as they all seem to engage the pump gear only a bit more than half when it should be almost full.

[@davelowets]

There's a HUGE difference between a 200 h.p. daily driver, and a 3500+ h.p. race car.

[@GNX157]

@@davelowets ?? I just made a statement about how Richard checks his builds. Don’t read too much into it dude.

[@RickGerald]

When your testing two step and charge temp, isn't the dumpvalve dumping converter fill fluid to help it spool and defeating the increased fluid fill gained by spacing converter back and removing jet?

[@overyonderjustapiece]

Steve, since you are moving the pump drive back with the spacer, could you leave the spacer out and mill the converter to give you the clearance you need? On the inside where it engages the pump? You know EXACTLY what needs to be removed by measuring the clearance between the converter and flexplate, then milling off the difference with your Bridgeport. You still only have .110 between the flexplate and converter, but if you take off the .072 on the converter snout then you have the exact amount Neal Chance wants which is 0.182" Yes, it makes the converters specific to your combination ONLY, but thats the good part. No one else can tear up your converters cause they wont want to use them!! LOL

[@GS0CK6]

Man I honestly learn something new in every video! Just amazing content. I also love how you and Cleetus have some real weird tiny tiny issues that are causing such big problems and lots of hours to diagnose and fix. Insane how tight and important everything gets when your going this fast.

[@CLCIII]

Making progress and certainly makes sense!

[@fotogfitzfoto412]

I'd be minded to install an isolator for the bump switch for testing off the ground purposes, just in case of thumb slippage or a thoughtless moment. Ideally activated (in some way) by the car being raised off the ground.

[@timrobertson299]

I stumbled across your channel through Cleetus. And glad I did. This is the one channel that I can honestly say I’ve learned something. Thanks and keep up the awesome content!

[@UncleManuel]

It's one thing to tell somebody that they are wrong - it's another to educate them the "why". It's so awesome that Steve always shows ALL the stuff that happens around engines, what works and what not... 🤟 And it's a good life philosophy: "Always assume that you're not the brightest candle in the room." 😁✌️

[@jasonr5223]

Pretty sure a couple videos back Steve made a point of saying it’s not the converter clearance cos he knows how to set it. Assumptions get the best of everyone sometimes

[@ksart9188]

Great tech stuff Steve! Problem diagnosis…Fixed🎉

[@stevemorrisracing]

Thanks 👍

[@fastcars1173]

That's about what I've always run with converter out of pump with good snout engagement. GM pumps have a .500" total register. I like .150" -.180" out of pump, no less than .150".

[@Ron_Masterjohn]

Interesting. Glad you figured it out.

[@benmccrady2152]

Now that is the most impressive radiator I've ever seen!!!excellent info Steve....keep it coming.

[@royhenson3379]

Are you kidding! I'm here for every video. Who would want to miss all this great knowledge.

[@jerrodbeck1799]

Nice burn mark on your arm. I bet that feels good.👍🏻

[@cheathunderwood]

I have 1 question, Steve. Iv been a transmission builder for 30 years, what I can't understand is why that fluid temp is so hot no more than you tested it. Iv always told people for stock transmission ,that 180 to 220 degrees is about as hot you want to let get to. So I have a compound turbo Cummins with a very healthy transmission, and I freak out if it get 185 in traffic or at the track .lol so why does it get that hot so fast. And Rossler is a much more experience than I am so I'm not talking down on there products. It's obviously the best of the best. So that was my questions. I'm looking forward to hearing from you. Thanks and keep up the great work

[@marilynrivas3557]

You are a perfect teacher some people don’t understand if you’re not learning something every day you’re not doing anything with your life you go, Steve

[@samsymes001]

The fact you know so much and are still learning is amazing! I love your videos and am becoming a more frequent viewer just from what I get out of it!! Thanks for sharing so much of your knowledge man!

[@samsymes001]

Also quick question... After 2 step you shut motor down very early? Is this a turbo killer not letting them "spool down" or is this for hot turbos only?!

[@stephenhans189]

Knew it wasn't cavitation. Thanks Steve we are human ❤ Dewey's. Shop skills ❤

[@chignik_ak4366]

Being a journeyman machinist and cnc programmer Im enjoying the sound of your machines making chips lol

[@huntertate5607]

That's some sound advice from Steve at the beginning of the video....not just about how to go fast after all. Keep up the great work

[@jojoskunk]

omg we may have found the trouble from my friend dirt oval racing car transmission problem. He only have 600hp engine, but the torque converter never work correctly and yes we have really tight clearance like you had.