20 GEARS March 2010

Change for Change’s Sake?

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 sav-ings 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 semi-nars, 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 com-munication 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.

GM 4L80ELet’s start with the General Motors

4L80E. In 1999, GM initiated an update to the converter manufacturing pro-cess. 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 lock-

Change for Change’s Sake?

by Raffi Pilavian, International Torque Converters,

Fresno, CA, TCRA Member

Figure 1

Figure 2

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.

C M Y CM MY CY CMY K

22 GEARS March 2010

Change for Change’s Sake?

up issues including slip codes, no con-verter clutch engagement, or a shudder during engagement.

A few years ago, at a TCRA semi-nar, I learned that these 4L80E con-verters 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 build-ers 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.

Dodge 47-48RE and RHThe 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

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.

Figure 3

Figure 4

Another, more costly repair, and

one that many rebuilders prefer, is the aftermarket

billet version of the 4L80E piston.

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.

Whatever It Takes Does!!!

72 72

www.wittrans.com

45RFE / 5-45RFE RWD 4 & 5 Speed

© Whatever It Takes Transmission Parts, Inc.

510

Body

899

500

898

311B311

070 519

Front Cover Plate

777

530

544 528 036 520

778Stator

179037

211

PumpParts

507

381 554336341961051971879480 880

337 862334A

334B574670

Input Clutch Hub

877960970980875

560

050

047378

177

O.Dr. / ReversePiston

Input ClutchRetainer

Input Shaft

561

860

876102122 142*

O.Dr. Clutch

100 120 861 140 891 130110

Reverse Clutch

150 892*

Underdrive Clutch

232 571052

220 884331330

558883234576214570

Underdrive Hub O.Dr. Hub Reverse Hub2nd / 4th Retainer

482

054

121 101

4th Clutch

141 863*

2nd Clutch

124104

865968568 333332

962562

874

144*227*

226

852978

596 873 238 584 244 612 247 582

Input Planet

251 592235* 616 241

Reverse Planet

583586

Reaction Planet

053 058

Input RingGear

886 285887 885* 154134

114

Low/Rev Clutch

664888 654

Low RollerClutch

644

577 893 987 977 967567

338 339 061 557 690 895

Low / ReverseHousing

ParkGear

480

013

074

781770760 897

271

Ext. Housing

429

996

M304317B

317

438370

370436

846540

CaseParts

761

Case

782

740

420342

347

746

V.B.Parts

741

740

Valve Body

765

300

779

010

379

950

926B

926352

927

352

371

494493

Park Pawl Assy.

995995-2995-3995-1

991-4

994991-6

991-5

761-4072

991

Linkage

E

D

C

B

A

E

D

C

B

A

74 74

700R4 / 4L60E / 4L65E RWD 4 Speed

379

010

779

765

300839

495

494

371

089 070 034

777 309

540

535

176 313 534 538 539

536

537

314315

533532

538036

520531510

500

179 379P014

037 211

311 310

778

rotatSydoB pmuP

PumpParts

507

020 046 556

Reverse Input Drum

046A 335 334A 966 976 893 131* 130566

110 150* 892 229230*

Rev. Input Clutch

480

916

380 482 178 554480A

Input Drum

334 960 331 330 547 971 963332

333 964340

341 969 979 877

564 232881 574 658 669 668

128 108 141648

Forward Clutch

876475

136 116

Overrun Clutch

149 129 120 100

3/4 Clutch

148*235

ForwardSprag

970 861* 052 612 052894

247 582 238

Front Planet

592054

602054A

882

241 624 886056

614 244 883

Front SunGear Front Ring

Gear

Shell

RearSunGear

140*

114 134

Low / Reverse Clutch

664 884 654 630 884631

250584

251

Rear Planet

338155* 135 594 604 889238 886 977 967

567339C

339

639

Rear RingGear

Low / RevSprag

750

760490

Bell Hsg.

CaseParts

761

996

Case776

064 348

847 958 374 770 066 074678849

M308317Ext. Hsg.

Output Shaft

425

320

747321

740

927938191

936

072

992

797

V.B.Parts

741

376

347

418

442352

927933 931 934

421

435

014 410480C

926

191

927

929

925

901

908

909-5

909

906

905

195

194

907

366

901B908-1908-5199902

904

366A

896

9002-4

Servo

1-2 Accum.373

497995-3

995-1

387

995

Park Pawl

995-2

991

991-6

994

991-3

991-5

991-2

991-4

999

997

848

774

700R4 Only

744-5

352927

933

931

934

744

078887

684 680 345 686 687

Gov.

444369

A

B

C

D

E

A

B

C

D

E

www.wittrans.com© Whatever It Takes Transmission Parts, Inc.

24 GEARS March 2010

Change for Change’s Sake?

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 replace-ment 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 WThe 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 cre-ates 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.

Figure 5

Figure 7

Figure 6

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.

SUPPLIERMEMBER

Celebrating 50 years in the transmission industry!