Clutches

Cheers, MM.

I could only think of phrases such as "......before you were born". 

Thanks for proving my point!

Your right torque converters and auto boxes have been around much longer than me but since my engineering background is with once of the biggest forklift manufacturers in the world, I think it makes me well placed to express my opinions, my point is that yes there are valid points in the post but it also seems people are just using technical terms because they've heard of them and I don't think it's helpful, just because I'm 30 years young than you doesn't mean I don't know what I'm talking about!! 

So if anyone would like me to post a picture of a cut open of torque converter with technical explanation I'd be happy to oblige, you tube won't be needed.

So A$re from elbow and SFA really?

TinWheeler

I haven't assumed anything I just asked a question and my second post was my reasoning for my question.

You're the one who assumed that I didn't know what I was talking about because I'm younger than than you. Maybe you need practice what you preach.

Since this going off topic maybe this isn't the place for an exchange of opinions?  

I've an engineering back ground too. A Btech with HM Navy from 30 plus years ago ☺

Probably like myself MM when I did my apprenticeship and did my C&G's you were also actually taught to repair and rebuild things rather than just change it. 

IMO comparing the gear selector brake bands with mechanically clutches boxes needs a lot of qualification to be taken as a contribution to this discussion.
The massive difference between the gear selector brake bands of torque converter or fluid coupling automatic gear boxes, with mechanical clutches in autos is their role and thus duty they are asked to perform.
All transmissions from a running engine to moving a vehicle from stationary involves either variable ratio “gearing”or some level of “slip” to be catered for, or a combination of both as offered by torque converters.
That inevitable "slip" that is required in taking up drive is 100% undertaken across mechanical clutches. However, only a small momentary part of the required slip is taken across the gear selector brake bands of all hydro kinetic clutches, fluid couplings and there more sophisticated cousins, torque converters. In their case the slip is near wholly within the oil, or offset by the torque conversion's ratio changing feature.
In the torque converter the very process of converting torque is gaining a variable “gearing” ratio, a double benefit in taking up “slip”. Their gear selector bands also in almost all cases are oil immersed so the remaining slip attrition, in part is quite harmlessly taken up through the oil's viscous drag before friction finally brakes any movement.
Dry clutches only can work with friction taking up the drag and converting it to plate heat, if we ignore a miniscule contribution in air shearing drag. Hence they take 100% of that work.
However, like auto selector brake bands wet mechanical clutches also benefit from not insignificant oil's viscous drag offsetting plate wear and placing the slip heat directly into the oil. So these clutches are saved a significant amount of friction work load.

At last, a post I understand👏🏻👏🏻👏🏻😊

I am no expert, far from it. But common sense tells me that selecting a vehicle fit for purpose, (in this case towing a caravan, perhaps for a lot of miles, perhaps up some steep hills), then learning how to properly use whatever form of transmission is chosen, in a sympathetic and sensible manner is the best option, and likely to be the most successful. 

There are cars built to effortlessly cruise the motorways, there are cars built to tootle around towns, there are cars designed to be work horses and mud pluggers. Few combine everything in one package.