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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CM
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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
700R4 / 4L60E / 4L65E
RWD 4 Speed
500 916
510 089
540
070 034
176 313
566
531 534 538 539 533
520
532 036 538
020
310
311
179
046 480
379P 014 211 037
535
556
046A 335
966
334A
976 893 131* 130
110
892 229 380 482 230*480A
150*
178
554
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A 507 Pump Parts
314 315
536 777 309 Pump Body
778
564 334 960 331 330
547
971
963
136
333 332
964
969
341 340
Rev. Input Clutch
Reverse Input Drum
Stator
537
116 149
979 877
129
232 475 881 574
648 658
108 148* 876 235
128 668
669
141
970
100 140*
120
Input Drum
861* 052
612 052 247 894
602
592
238
582
054
882 054A
B
B Front Sun Gear
Forward Sprag
E / 5-45RFE
614 886 056
624
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631 630 884 654
884
584 250
114 251
134
155*
135
594
604
567 889 886 977 967 238
761 760
Case Parts
064
348
339 338 339C
C
C Rear Sun Gear
Shell
Low / Rev Sprag
Rear Planet Low / Reverse Clutch
639 678
847
958 374
770
Rear Ring Gear
896 366A Bell Hsg.
066 074
776
849
510
519
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376
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480C
072
561
Output Shaft
528
544
520
036
179
037
211
670 177
Whatever It Takes Does!!! 530
991-3
M308317
Ext. Hsg.
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050
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744
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574 334B 337 862 334A 880 684 680
345 686
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744-5 352 927 933 931 934
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700R4 Only
927 938 191
410
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241
Front Ring Gear
3/4 Clutch 750
311
311B
Front Planet
Forward Clutch
Overrun Clutch
Park Pawl
373
1-2 Accum.
901
74 www.wittrans.com
© Whatever It Takes Transmission Parts, Inc.
Input Shaft 507 777 Front Cover Plate 120
861
140
Body 110
891
Stator
Pump Parts
892*
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778 Input Clutch Hub
571
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570
Underdrive Hub
576
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226
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873 238
586
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Reverse Planet
760
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429 317
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4th Clutch
271
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Low Roller Clutch
Input Ring Gear
770
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950 Low / Reverse Housing 995-2 995-3 995 995-1 Park Pawl Assy. 761-4
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370 438
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Case 420
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846
991-4 994
Park Gear
101
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214
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O.Dr. / Reverse Piston
740
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114
1
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
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