Drive Converter Kh2

[Verbena Reynoso]

And I think you will need a SAS driver to do what you want in Windows. You could live boot a Linux Distro on a USB stick and they have virtually all the drivers you are likely to need built in and so you could format it with that.

SATA is a subset of SAS - Ehhh not really. ATA and SCSI are completely different. There is a way to tunnel SATA over SAS (STP or SATA Tunneling protocol). Also many SAS HBA"s will also speak SATA but no SATA HBA will speak SAS.

I have a "30027: Power unit - Precharging DC link time monitoring" fault coming up for my single motor module while drives are off. Parameter 3113 shows fault in power electronics of the drive but I'm not sure if there is remedy for this or the drive is damaged. If fault is acknowledged and "drives on" initiated within couple of seconds then ALM charges the DC link and drives turn on without a problem. But if more than 5,6 seconds goes by without turning the drive on then fault comes back up.

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In virtually all modern vehicles, a coupling device is used to separate the engine and transmission to allow internal-combustion engines to run continually when in use (although a few modern street cars now shut off the engine at stoplights). In manual transmissions, this coupling is accomplished via a clutch, while a torque converter handles the coupling in automatic transmissions. Without it, the engine and tires would at all times be linked, and any time the vehicle is stopped, the engine would stall or shut off as a result. Additionally, changing gears would be extremely difficult, even when the vehicle is moving already: deselecting a gear while the transmission is under load requires considerable force and risks significant damage to the drivetrain assembly.

In drag racing, the winning transmission of choice has traditionally been the clutch and manual gear box set up. However, recent automatic transmission technology advancements over the past decade have evened the playing field of performance capabilities compared to the traditional manual transmission counterpart. While manual transmissions create minimal rotating mass and slippage compared to an automatic, the chief complaint for any drag racer lies in the amount of maintenance required round-by-round and inconsistencies in performance associated with clutch adjustment and wear in manuals.

To capitalize on the benefits of both worlds, a component called the converter drive was developed that would allow racers the ability to use a torque converter for ease of maintenance, while still using a manual gear box for ratio selection and durability. Currently, there are a few major companies in the United States designing converter drive devices, including Brunos Automotive, Lenco, and Quick Drive. Though similar, each company has a different approach to achieving the same goal: combining the benefits of a manual with the ease of maintenance of an automatic.

Bruno Massel, Sr. is largely credited with the early development of the converter drive. Armed with a billet prototype, Massel won Super Comp at the 1989 NHRA Supernationals with the unit in his car. Massel had designed the setup for personal use at the time to allow him to get away from the broken Powerglide transmissions that had hindered his racing endeavors. After being featured in National Dragster, demand became evident and Massel put his his creation into production.

Some torque converters are also equipped with a temporary locking mechanism (lock-up converter) which rigidly binds the engine to the transmission when their speeds are nearly equal, to avoid slippage and a resulting loss of efficiency. A converter drive unit allows you to mate the converter to any manual transmission on the market with various sized input shaft designs, depending on your application.

The unit input shaft (male spline), the inner-most shaft, slips into the converter through the stator hub and mates into the spline (female) on the turbine. The Stator shaft, also part of the drive unit, is hollow and has a male spline on the outside. This is around the input shaft with clearance to allow return fluid to flow from the converter back into the drive unit. This stator shaft mates into the stator of the converter.

Operation with a Bruno converter drive system is typical of any transmission: the transbrake is used just as a clutch pedal would be, stopping the input shaft so you can select any forward or reverse gear. Shifts downtrack are executed manually, electronically, or even air-assisted, depending on your style of racing and the rules of your sanctioning body.

The Quick Drive converter drive unit operates similar to the Bruno, allowing coupling of torque converter setups to B&J, Lenco or Liberty transmissions. Quick Drive, LLC is based out of Parker, Colorado. Originally started by Top Fuel racer, Mike Strasburg at B&J Transmissions, it is now run by Steve Graves and family. The modular design of the Quick Drive converter drive unit allows racers the ability to change transmission ratios and service the gear box separately without removing the Quick Drive converter drive unit, the torque converter bolts, or the bellhousing assemblies from the vehicle.

The Quick Drive also employs a CO2-operated, quick-releasing transbrake that utilizes a nine-disc brake clutch configuration for increased holding capabilities unaffected by fluid temperatures. High-level fine tuning adjustment control over converter charge pressure and flow can change the characteristics of the torque converter for more stable, consistent and predictable results.

Converter drive units are frequently found in the Top Alcohol, Pro Mod, Top Sportsman, and Competition Eliminator categories, but racers are beginning to utilize the converter drive technology even down to the local bracket racing level for their consistency, dependability and ease of maintenance.

With anything, however, there are tradeoffs to take into account. And as Bruno Massel, Jr. shares, the principle points are the initial cost of entry, and the physical weight of adding the converter drive to the car.

Beyond that is the initial cost; while a steep price tag for some of your more mid-level drag racers, for those competing in Pro Modified, Top Alcohol Dragster/Funny Car, and similar categories who prefer the freedom of the manual transmission, that cost can be easily weighed against the continuing price of consumables involved in a clutch combination (discs, floaters, and associated tools).

Operationally, Massel, Jr. says there are no parasitic losses over and above a pure automatic to take into consideration with a converter drive, and in fact, there are functional advantages to how the unit works.

Many top-caliber teams are utilizing both the Bruno and Quick Drive style converter drives, and many championships have been won utilizing the technology. Racers like Jirka Kaplan in NHRA Top Alcohol Funny car, and Bruno Massel in NHRA Competition Eliminator have proven the performance of the converter drive system, and far more have utilized the technology in a wide variety of combinations and racing divisions and classes imaginable.

Some other big names include Don Walsh Jr., Doug Winters, Mike Knowles, Mike Janis, Don Wooten, and Todd Tutterow, just to name a few, who have made the switch to converter drive combinations. More recently, Extreme Pro Mod racer John Stanley has switched to using a converter drive to maintain some consistency in his program. John has run every combination from clutch to full automatics and states that the converter drive is the only way to go. The common theme amongst all the customers utilizing the converter drive system is its ease of use. Maintenance, reliability, consistency have helped all these teams with nailing down their setups. Simply stated, they love it.

For normal driving, with the average number of traffic lights, the level of stagnation is quite low. Traffic in the area will stir up a wind, ambient weather will often be not-calm. There's not much snow with which to enclose the vehicle, preventing another type of closed area.

With a poorly tuned engine, there could be a risk of fire, although converter fires are much greater than spark-ignited fires from a chopped-open exhaust system. Don't park on dry grass with the engine running and zero out that risk as well.

You are fine to drive to your mechanic. The only issue is your engine will not perform optimally because your O2 sensors will not operate within the intended range. This will trigger your check engine light to go on. Your mechanic will be able to reset your check engine light so it goes off.

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Maybe I need to throw that M6 stuff away and replace it with a slightly newer torque flight? Kick-down will never work as the 65 carb lacks the kick-down switch and electric stall prevention the 53 is supposed to have. Hoping for some expert advice.

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