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Midwest Converters of Rockford,Illinois

Midwest Converters is constantly growing, designing, and producing new and upgraded products. We are never satisfied with the “GOOD ENOUGH” attitude. Maybe that’s why since 1982 when we created our  “GOOD ENOUGH ISN’T GOOD ENOUGH™” signature slogan we have constantly built our reputation on these words. Keep reading about torque converters and more until the bottom of the page to see what’s new.


“A Leader, Not A Follower”

Midwest Converters in Rockford Illinois has been part of the Midwest Group of fine companies for over 23 plus years. Midco Lubricants, Midwest Metallurgy, and Midco Fuel Development Company, are all part of the Midwest Group. Midwest companies supply torque converters, Engine oils, transmission fluids, gear and hydraulic oils, Heat treating and Cryogenic freezing of precision parts, fuel treatments, racing fuels for both on and off road use, diesel fuel additives containing the newest technologies and EPA registration. Midwest Converters, along with many other converter rebuilders have experienced clutch bonding failures due to reformulation of the adhesives the clutch manufacturers now are regulated to use. Midwest Converters now has initiated the use of a new bonding product developed by Midco Products, a Midwest Group company, that increases the bonding strength over 25% more than any other bonding method as reported by Aeromotive Research company. Test results available on request. This is accomplished using Midco produced bio-based solvents that are safe to use and are biodegradable, non-toxic while being a renewable resource non-petroleum based product meeting all EPA requirements. All Midwest Group products are designed in house use our innovative technologies and personal from concept to production. Call us or ask a sales rep to stop in and discuss how we can help you and your company save money and use better safer products. Dennis Sneath, Pres.

MW Group Inc, Rockford, IL

Midwest Converters Feb 2013 ad copy FINAL JPEG 1


Click Here To Visit Our Racing and OEM Torque Converter Site

Keep reading below



The Midwest Torsional Vibration Damper

Integrated within a Torque Converter.

( Patent Pending )




 Due to the nature of torque converters, having no mechanical link between the input and output shafts, fluid dampers integrated with-in a torque converters provide crucial torsional dampening.

Damage Converter Hub

Damaged Torque Converter Hub From Torsional Vibration

This is a condensed version of the research and development of the single most important device manufactured for a racing automatic transmission with big power in the last 30 plus years.

  Torsional Vibration, TV for short, is the largest enemy of any rotating machine. Without controlling TV, it will destroy the machine, such as an engine or transmission. You would never run an engine without a system to control, absorb and disperse Torsional Vibration caused by the rotation produced by the combustion cycle inside an engine. These TV’s are caused by torque induced into the rotating assembly. Because the torque changes every time a cylinder fires, excitation or a twisting motion is transferred to the crankshaft. It is the job of an engines harmonic damper to absorb and control this action.

  In regards to the transmission, the greater the torque input, the higher the induced TV can be observed. Torque delivered by the torque converter to the transmission creates Torsional Vibration as a result of many mechanical influences. These influences being, but not limited to; impulses from the compression and release of oil pressure from the front transmission pump, planetary gear sets, clutch plate engagements and poor axial alignments. Great efforts have been made in pump designs, shaft designs, material choices, gear configurations and more. As I said at the beginning, this is a condensed version of our 1800 plus page analysis and patented pending design damper. Midwest Converters of Rockford, Illinois, has designed an Integrated High viscosity fluid type damper that reduces Torsional Vibration damage to these components said above. Many attempts have been made by the OEM’s to reduce this destructive force since the first development of the fluid coupler, the predecessor to the torque converter, since the mid 1940’s. Different spring type damper devices, rubber mounts, etc, have been employed to eliminate damaging torsional vibration with limited results. The problem is the OEM’s had no idea the damage that could occur when engines were turning in excess of 8000 RPM’s, producing 2500 plus horsepower and 1400 ft lbs of torque. Automatic transmission fluid inside a torque converter, due to the inertia of the fluid, does not allow the fluid to change direction or speed instantaneously; therefore, fluid inside the converter does not absorb  torsional vibrations. Therefore, a torsional damper should be included in the design for any racing application. See simulation below. Click on graph  to enlarge.

Vibration Canceling

Damper receiving vibrational input and canceling out creating a net zero results

Response time

Fast Settling Time From Detection to Cancellation Time

However, the first step to solving any problem is you have to identify the cause of the problem completely. Solving the problem is to eliminate the cause. It may be simply said, but is much harder to achieve. We know the cause, how do we eliminate it? We start with the simple understanding of Newton’s Law; for every action there is an equal and opposite reaction. For every backwards twist or compression of the transmissions components, such as the transmission pump, there is an equal forward motion upon decompression. This cycle happens 20 to 30 times per engine revolution setting up a harmonic resonance or vibration that is sent throughout the drive train and back into the engines crankshaft. It can be measured as far back as the differential, although quite minute. The Midwest Ultra Damper Converter contains an integrated damper within the torque converter front cover, that absorbs incoming vibrations by implementing a rotating inertia mass encompassed by a special highly stable viscous fluid. This rotating inertia mass, suspended in the viscous fluid, cancels out the incoming vibrations resulting in a net zero force. This can only be achieved by the special weight viscous fluid as it adjusts quickly to a very wide band frequency as the torsional vibrations change with RPM change. Vulcanized rubber dampers along with spring type dampers cannot adjust quick enough and are tuned for a very narrow band. The energy the damper absorbs is converted into heat and removed from the torque converter as passing airflow expels it. The viscous fluid is self contained and cannot enter the torque converter or contaminate the ATF.

 An added source of vibration is turbulence. Torque converters experience inefficiencies do to turbulence. In fact, torque converters are less efficient than conventional fluid couplings due to several factors. In addition to frictional losses, torque converters suffer from turbulence and fluid flow interference generated by the stator. These effects are typically minimized, though not eliminated, by mounting the stator on a one-way roller clutch or element sprag. This allows the stator to rotate freely during the coupling phase where the turbine speed has reached approximately ninety percent of the pump speed. This explains why a spragless converter equipped car runs slower mph than one with a sprag. However, most of the loss is due to the curved and angled turbine blades, which do not absorb kinetic energy from the fluid, as well as straight radial blades. Since the turbine blade geometry is a crucial factor in the converter’s ability to multiply torque, trade-offs between torque multiplication and coupling efficiency are inevitable. For more information and performance data about sprag and spragless stators read our separate article found on our web site. Click here. Then click on “in the news”

  What does this mean to you? It simply means reduction of wear on the transmission and engine, while producing a smoother vibration free rotating converter assembly while increasing horsepower.

  This damper is only available from Midwest on the Pro Series 8 inch, 9 inch, 10 and 10.5 inch torque converters, and may be equipped with a steel or aluminum stator, sprag or spragless, and includes the only lifetime warranty in the business.

We cannot save the world, but we can help save your transmission and motor.

Midwest Converters in Rockford, Illinois.

1-800-554-2668 or www.raceconverters.com




 When it comes to the strongest, toughest steels, think Super Alloys.

When it comes to the strongest, toughest torque converters,


Midwest Converters.

 Midwest Converters, along with Midwest Metallurgy, are part of the MW Group Inc. located in Rockford, Illinois. Midwest Metallurgy, and Midwest Converters are responsible for the development of the newest Super Alloy steel, Gen III™ steel.

  The Super Alloy steels category is reserved for the elite top performing steels, some are not yet listed in the standard AISI/SAE heat treatable steels. Next, are Performance Alloys such as 5200, 9310, and 300M. These are great performing alloys that resist deformation and wear well above traditional alloys steel, and are usually quite friendly to heat treating and tempering to create hard wear resistant surfaces. There are also Alloys Steels, such as 4130, 4140, 8620 and such, which are just that; traditional alloy steels.

  The newest Super Alloy steel, Gen III™, steel was developed after the need was realized by Midwest Converters when previously available materials failed and were deemed inadequate, and further investigated by root failure analysis. Big words for “why did it fail?” Was it lacking high fracture toughness or bending fatigue resistance? Was the % of elongation a consideration? Each aspect of failure was carefully examined and corrected until the highest performing steel was created. Samples were produced and tested. As predicted after several hardening, tempering and formulation processes were altered, perfection was finally achieved. The first part Midwest soon produced was a fully encapsulated outer sprag race for the popular 8-inch torque converter using the Gen III™ steel.   But before we reveal the test results it is important to have an understanding of the outside influences thrown at a sprag assembly. It is more than torque, horsepower and shock; it is also the thermal resistance temperature. As the temperature climbs closer to the original steels tempering temperature, it starts to loose its ability to hold shape and size. This is one area that Gen III™ steel really shines. Gen III™ steel is tempered at upwards of 1100°F, nearly 3 times the temperature than conventional 9310 or 8620, meaning that it far out performs these performance alloys thermal resistance for use as gear and shaft materials. Simularly,  the core hardness also exceeded all other steels including the “Nasa” designated steel with a core hardness of 52-56 rc and a tensile strength of over 300 ksi.  By the way, the Midwest sprag out performed previous materials by at least 23% and more in all testing.

  Gen III™ steel machines beautifully similar to other alloys and responds quite well to REM™ isotropic finishing. Due to the small batches that Midwest produces, high quality can be maintained. Although small batches cost more and delivery time can be delayed from Mexico, the finished product is well worth the extra cost and wait. 4-6 weeks have been the normal expectation with improved shipping predicted in the near future.  Midwest can issue interested partners with a licensing agreement and heat-treating instructions start to finish that most heat treaters can perform. Contact Dennis Sneath @ 800-554-2668 for more information or click here.



Gen III™ steel and REM™ are trademarks of the Midwest Group Inc and REM Surface Refinishing respectfully.


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