Change for. Change s Sake? Experience has shown that a

Change for Change’s Sake? Change for Change’s Sake? by Raffi Pilavian, International Torque Converters, Fresno, CA, TCRA Member E xperience has s...
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Change for Change’s Sake?

Change for Change’s Sake?

by Raffi Pilavian,

International Torque Converters, Fresno, CA, TCRA Member

E

xperience has shown that a single comeback can cost you hundreds, if not thousands of dollars. The fact is, when it comes to parts or supplies, you very often “get what you pay for.” Sure, you might be able to save a few bucks by choosing lower-cost alternatives, but at the end of the year, when you compare your savings to costs, you’ll discover that just a few comebacks will quickly swallow up those savings. My good friend and colleague Joe Rivera from Pro Torque has touched on this very important topic in his seminars, and wrote about it in the March 2009 issue of GEARS. The strategic alliance between the transmission repair shop and torque converter rebuilder was initiated to reduce problems and comebacks, and improve profitability for both businesses. We need to educate each other and keep those lines of communication open. In this article we’re going to go over a few torque converter issues and upgrades that can make a big difference in the durability of your transmission jobs. These issues and upgrades have been around for quite some time now, but they’re still important to keep in mind.

Figure 1

GM 4L80E

Let’s start with the General Motors 4L80E. In 1999, GM initiated an update to the converter manufacturing process. Like so many times before, these design changes can sometimes bring new challenges. One of the major issues with this converter was a cracked lockup piston (figure 1). This crack would cause lock20

A few years ago, at a TCRA seminar, I learned that these 4L80E converters had design issues and that the new clutch would crack. This can be repaired by running a bead of weld 360º around the cracked area. Many builders use this process with good success. Figure 2

GEARS March 2010

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Change for Change’s Sake?

Another, more costly repair, and one that many rebuilders prefer, is the aftermarket billet version of the 4L80E piston. up issues including slip codes, no converter clutch engagement, or a shudder during engagement. A few years ago, at a TCRA seminar, I learned that these 4L80E converters had design issues and that the new clutch would crack. This can be repaired by running a bead of weld 360º around the cracked area. Many builders use this process with good success (figure 2). Another, more costly repair, and one that many rebuilders prefer, is the aftermarket billet version of the 4L80E piston (figure 3). It’s relatively low cost, particularly when you compare it to the cost of a comeback, and you have that added peace of mind that it’s not going to crack again. Many shops use this clutch piston as a sales feature for the heavy duty enthusiast.

Figure 3

Dodge 47-48RE and RH

The next torque converters we’ll look at are the Dodge Cummins diesel 47-48RE and RH, which have been around since 1994. Chrysler did an awesome job by designing a torque converter that holds up throughout the manufacturer’s warranty. Today, many of these vehicles are still in service and are out of warranty. Many shops have seen a sharp increase in the repair of these vehicles. This 310mm converter is one of the biggest torque converters out there, next to the Allison 1000-2000. This torque converter has a few design issues that can be easily repaired to make it last considerably longer than the factory setup. Just like the 4L80E, the piston has the potential to cause major lockup problems. With 22

Figure 4

With this design we usually see wear in the center of the piston where it seals on the turbine hub. Typically valve body wear will cause the problem. this design we usually see wear in the center of the piston where it seals on the turbine hub. Typically valve body wear will cause the problem (figure 4).

Once the center of the piston wears out it rips or damages the turbine seal. This allows the oil to escape and create a shudder or prevent lockup. GEARS March 2010

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RWD 4 Speed

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© Whatever It Takes Transmission Parts, Inc.

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Change for Change’s Sake?

Figure 5

Figure 6

One simple fix is to bore out the center and install a billet sleeve (figure 5). It’s a good idea to replace the turbine hub at the same time. But there’s a better solution than repairing the seal bore: an aftermarket billet version of the piston itself. This replacement billet piston is far superior to the OE design. It’s much stronger in the seal bore area, and thicker to prevent further deflection (figure 6).

Ford 5R55S and W

The last converter we’re going to look at is Ford’s 5R55S and W. As many of you know, many 2004-up Ford Explorers develop a rattling noise that can come from a number of places. One likely source of this rattle is the converter. This torque converter has a multi-clutch, two-piece lockup assembly (figure 7). It uses a drive piston that applies the dual-sided lockup clutch to the front cover. It has 6 tabs and a gear that also rides on the front cover. Torque converter rebuilders have discovered that the tabs on the drive piston loosen up and wear out, which creates a rattling noise from the contact area between the drive piston and front cover. The tabs have been riveted down to the drive piston which can cause the rattle. There’s a lot of debate on how to repair this converter. One method is to press and weld the rivets’ tabs. But this creates a situation that has the potential to fail again. A better solution is to install an improved design billet piston (figure 8). This billet piston is a drop-in replacement that eliminates the drive piston and dual-sided clutch, which eliminates the potential for rattling. Some cost cutting practices have their place; others don’t. When you’re considering the parts you purchase and the price you pay for them, don’t forget to consider how it was repaired. Was it a quick fix or a solid, long term repair? Are you paying for upgraded parts or simple patch job? These are just a few issues, but the bottom line is that there’s a difference between quick fixes and a proper repair. The quick fix will work… today. But if you’re trying to avoid comebacks and maintain your reputation, there’s no substitute for a quality repair.

24

Figure 7

This billet piston is a drop-in replacement that eliminates the drive piston and dual-sided clutch, which eliminates the potential for rattling.

Figure 8

GEARS March 2010

Celebrating 50 years in the transmission industry!

SUPPLIER MEMBER