Peter,
What about the Chrysler, Dodge, Desoto Fluid Drive. I had 50 Dodge pickup
with the fluid drive. It was just a big sealed unit-fluid coupler-also had a
dry clutch in the drive line as well for shifting. 
Dwight 

Dwight E. Giles, Jr.
1978 240D 4 speed. 218K + miles.  
1990 300D 2.5t 170K miles.
Wickford, RI

-----Original Message-----
From: mercedes-boun...@okiebenz.com [mailto:mercedes-boun...@okiebenz.com]
On Behalf Of Peter Frederick
Sent: Friday, October 23, 2009 10:00 AM
To: Mercedes Discussion List
Subject: Re: [MBZ] transmission options....

To be a bit more accurate, it's not horsepower dependent, really,  
it's the slip ratio of the torque converter (which is a bit more  
complicated than a fluid coupling).  High slip results in torque  
amplification.

Effectively it's a lower gear ratio.

Your comments of efficiency and fuel consumption are correct -- as  
well a some reduction in top speed as the torque converter will slip  
more at high speed if it's a high rpm stall one than if it's a low  
rpm stall speed one.

Fluid couplings (in the automotive sense, that is) do not have a  
variable stator and therefore do not have a dual stall speed like a  
torque converter does.  The variable stator (of any of about three  
main types) allows one to have a high stall speed fluid coupling  
under power at low speed and a low stall speed fluid coupling at high  
speed.  Some are simply one-way clutches, the most common current  
type, but in the past there have been a couple different active  
systems.  The one most people over 50 would know is in the GM  
Powerglide 2-speed automatic. Buick used them in the Twin Turbine  
(along with two separate torque converters if I remember correctly)  
and at least one other GM division had an active one.

Lockup torque converters are great, by the way....

Peter

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