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Heavy Duty / Street & Strip 2017-07-17T16:54:29+00:00

A New Generation of the Torque Converter

Hughes Performance would like to introduce you to the XTM & XFM series, torque converters. Simply put . . 
There is no other like it!

Let’s first understand the main objective of the converter: A fluid coupler designed to allow the engine to idle smoothly while in gear and transfer (convert) the maximum amount of torque (power) from the engine to the drive wheels. A torque converter designed to operate in a light duty 3/4 ton vehicle should not be the same as a converter used in a heavy duty 1 ton dually or even a class “A” motor home. But . . . that is exactly what the industry has dictated to us for years . . . until now!

This “New Generation” torque converter is available for General Motors, Ford and Chrysler transmissions. The “XTM” is slightly higher stall for gas engine application and the “XFM” is a lower stall for diesel engine applications.

Stronger Than Stock or Heavy Duty
Built with a heavy duty one piece hub and balloon plate, heavy duty sprag, silicon spot welded fins in turbine and cover, providing strength beyond compare.

Longer Lasting
Because of the increased cooler flow, the transmission and converter will operate cooler, increasing the life of the transmission and converter.

More Power
The combination of the stator and specific application fin angles applies maximum power to the wheels. This allows you more available engine power.

Operates Cooler
You no longer need to be afraid of the “long grade” with the “heavy load”. The XTM and XFM series converters run 7 quarts of fluid more per minute than original equipment or stock application.

More Efficient
This new generation stator (torque multiplier) transfers power from the engine to the wheels more efficiently.

What is Torque Converter Stall?

Stall speed is the point where a converter has reached it’s maximum fluid flow or it has hydraulically locked up because torque multiplication has reached it’s highest point.

All stall speed ratios are approximate and will vary, based on the torque of the engine. Small and Big Block combinations will vary 300 to 500 R.P.M.’s Stall speed is the amount of engine R.P.M. that can be attained at full throttle with the brakes locked and the transmission in gear before the drive wheels turn. It is very important to determine that if your vehicle drive wheels turn before the desired stall is reached, you must either “flash” the converter to attain higher stall or install a brake proportioning valve that directs more fluid to the drive wheel brakes to better hold the vehicle. In either case, attainable stall ratio will not exceed 3500 R.P.M., due to the vehicle braking system, which is even worse with disc brake equipped cars.

Performance engines are modified to produce more horsepower and torque and it is essential to know what the peak torque or your engine is and to match the stall speed ratio of the torque converter with the engines power curve. This match will give the optimum performance or “launch” of the vehicle. There are no closer-tied components in any vehicle than the engines’ camshaft and the torque converter. Attention to this detail is of utmost importance to your vehicle’s optimum performance.

Full Miser 1000-1200

This is our gas mileage converter. By reducing the amount of slippage in our Fuel Miser converter by 25-30% we can effectively increase gas mileage by 2-4 miles per gallon, with a closer 1 to 1 lock-up.. Your transmission will run cooler with less friction, reducing heat build-up. Actual mileage gains may vary according to your type of driving and installation. Recommended for 400 cubic inch and larger gas engines as well as all diesel applications.

Tow Master 1800-2000

Our severe duty performance converter used in many late model trucks, crew cabs, 4×4’s and motor homes will increase bottom end pulling power without sacrificing top end efficiency or lock-up. Mileage is increased by as much as 1-2 miles per gallon. Recommended for slightly modified engines.

Street Rod 2000-2200

This converter was designed and manufactured for the street rod enthusiast needing that slight edge of the O.E.M stock converter. This unit has silicon brazing for strength, needle bearings for reliability, and stator modifications for more torque multiplication.

Street Master 2200-2500

The “Street” converter was design for the driver who is looking for that competitive advantage. By raising the stall RPM you can eliminate that slow, sluggish start. Recommended for stock to slightly modified engines to achieve performance, along with a smooth idle when the car is in gear.

XTM/XFM

These units comprise our finest tow convertor technology. All units are designed with Heavy Duty use in mind. From extra brazing to greater fluid capacity, bearing assemblies. special stator configurations and design increase torque multiplication, allowing more towing capacity and in most cases, increased gas mileage.

For the most significant towing by way of diesel engines that have their output increased, Hughes also offers the super-duty XFM series for the Ford Powerstroke, the Dodge Cummins and the GM Duramax. These units are built to take all the punishment these engines can create by using billet steel covers that cannot flex or distort even under the most challenging situations. Instead of trying to “lockup” the converter for increased efficiency and fuel mileage with any type of single disc, we have replaced it with a triple-disc design, which significantly increases the converters ability to endure the increase in torque and horsepower and still deliver top performance for your diesel application.

GM

Transmission
Fuel Miser Series
Tow Master
H.D.Diesel Series
H.D.Towing Series
2000 Stall Series
2500 Stall Series
Aluminum Powerglide 1962-73
P8FUEL
P8TOW
N/A
N/A
PG20
PG25
TH350 1969-79 Non Lockup#
GM11FUEL
GM11TOW
N/A
GM11XTM
GM20
GM25
TH350 1980-86 Lockup#
GM18FUEL
GM18TOW
N/A
N/A
GM20L
GM25L
TH400  1965-90
GM4Fuel
GM4Tow
GM20-400bp
GM25-400bp
TH400  1965-90 w/6 Pad
GM5Fuel
GM5Tow
GM5XFM
GM5XTM-1
GM20
GM25
TH2004R & TH700R4 1982-84
4 speed OD  27 spline
GM21LFuel
GM21LTow
GM21LXFM
GM21LXTM
21-20L
21-25L
TH700R4/ 4L60  1985-92
4 speed OD  30 spline
GM22LFuel
GM22LTow
GM22LXFM
GM22LXTM
22-20L
22-25L
4L60E  Electronic Control  4 speed OD 1993-98
GM22LFuel
GM22LTow
GM22LXFM
GM22LXTM
22-20L
22-25L
4L60E Electronic Cont. 1999-on All with 4.8L,
5.3L & 6.0L
—–
GM22ELTow
—–
GM22ELXTM
—–
—–
All 1998 F-Body w/ V8
GM22ELFuel
—–
GM22ELXFM
—–
22-20EL
22-25EL
4L80E HD 4 SP OD 1991-99
25LFuel
25LTow
25LXFM
25LXTM
25-20L
25-25L
4L80E HD 4 SP OD 2000-on
25ALFuel
25ALTow
25ALXFM
25ALXTM
25A-20L
25A-25L
T1000 Allison 5 spd w/Duramax Diesel
—–
—–
29LXFM*
—–
—–
—–

 

Ford

Transmission
Fuel Miser Series
Tow Master
H.D.Diesel Series
H.D.Towing Series
2000 Stall Series
2500 Stall Series
C4 1964-69 24SPL 10.5″ Bolt pat.
F30Fuel
F30Tow
—–
—–
30-20
30-25
C4 1964-69 24SPL 11.5″ Bolt pat.
F23Fuel
F23Tow
—–
—–
23-20
23-25
C4 1970-81 26SPL 10.5″ Bolt pat
F41Fuel
F41Tow
—–
—–
41-20
41-25
C4 1970-81 26SPL 11.5″ Bolt pat.
F42Fuel
F42Tow
—–
—–
42-25
42-25
C6 1966-84 w/360, 390, 428 &
429 V8 and 1.848″ Conv. Pilot
F35Fuel
F35Tow
F35XFM
F35XTM
35-20
35-25
C6 1966-91 w/302, 351, 400 &
460 V8 and 1.375″ Conv. Pilot
F43Fuel
F43Tow
F43XFM
F43XTM
43-20
43-25
AOD 1981-90 4 SP OD F150
F51Fuel
F51Tow
—–
F51XTM
51-20L
51-25
AODE/4R70W 4 SP OD Elec.
controlled 1992-on 11.5″ BC
F53LFuel
F53LTow
—–
F53LXTM
53-20L
53-25L
4R70W 4 SP OD Elec. Cont. 10.65″ BC
—–
—–
—–
—–
53A-20L
53A-25L
E4OD HD 4 SP Electronically
Controlled OD 1989-97 4 STUD
46LFuel
46LTow
46LXFM*
46LXTM
46-20L
46-25L
E4OD HD 4 SP Electronically Cont. OD 1992-97 w/Powerstroke  Diesel & V8 Gas w/6 STUDS
46ALFuel
46ALTow
46ALXFM*
46ALXTM
46A-20L
46A-25L
4R100 (Late E4OD) 1998-2002 HD 4 SP OD w/V10 or Pwrstrke 6 Studs
46ALFuel
46ALTow
46ALXFM*
46ALXTM
46A-20L
46A-25L
5R110 HD 5 SP OD 2003-on 6 Studs
47LFuel
47LTow
47LXFM*
47LXTM
47-20L
47-25L

Mopar

Transmission
Fuel Miser
Series
Tow Master
H.D.Diesel
Series
H.D.Towing
Series
2000 Stall
Series
2500 Stall
Series
A904 (TF6) 1968-on All 6 cylinder
and 273/318 V8 w/27 spline input
27FUEL
27TOW
—–
—–
27-20
27-25
A727 (TF8) 1967-on All w/24 spline input
24FUEL
24TOW
—–
24XTM
24-20
24-25
A500 (40/42RH) 1988-on NON-electronic 4 Speed
OD w/27 spline input
16FUEL
16TOW
—–
16XTM
16-20
16-25
A500 (40/42RE) 1993-on Electronic 4 Speed OD
w/26 spline input LOCKUP
16LFUEL
16LTOW
—–
16LXTM
16-20L
16-25L
A518 (46/47RH) 1990-on NON-electronic  4 Speed OD w/24 spline input
15FUEL
15TOW
15XFM
15XTM
15-20
15-25
A518 (46/47RE) 1990-on Electronic 4 Speed OD
w/23 spline input LOCKUP
15LFUEL
15LTOW
15LXFM*
15LXTM
15-20L
15-25L
A518 (46/47RE) 1990-on Electronic 4 Speed OD w/23 spline input, V10 Gas Eng LOCKUP
15ALFUEL
15ALTOW
—–
15ALXTM
15A-20L
15-25L
45RFE 1999-on  5 SP OD w/HEMI V8
17LFUEL
17LTOW
—–
17LXTM
17-20L
17-25L

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