Torque Converter Rebuilders Association

October 2009Issue 1, Volume 8

tcranewsletter@comcast.netwww.tcraonline.com

PLATINUM SPONSORS: Monthly publication of TCRA newsletter provided by Melissa Hall

TransmissionCertified

Photo D

Photo A

Photo B

Photo C

For anyone who has tried to bond the E4OD/4R100 multi clutch plates, you may have found it difficult to prepare the drive plate for bonding due to its thin de-sign and hardness. An alternative to bond-ing a lining on the drive plate is to bond a lining on the piston instead. The piston is much easier to machine and bond than the drive plate and, the GM 298mm lining fits the piston with a slightly larger surface

area than the OE lining on the drive plate (Figure A). The lining on the drive plate must then be removed and the surface fin-ished for the new lining on the piston to mate with (Figure B), or the drive plate can be replaced with a new one from your sup-plier that has no lining on it at all. Another

advantage to this alternative is the lining does not wear into the drive plate due to its hardness, thus, maintaining internal converter clearance. When using this alternative be sure to check the piston bushing to turbine hub clearance, and replace as necessary. Also check the drive plate lugs for wear and re-place as necessary.

Rob HansNorfolk Transmissions

Figure B

The year 1999 brought us: Napster, an internet music download service; the Euro, which was implemented as Europe official currency; Record deadly snowfalls in the Chicagoland area; mul-tiple natural world disasters, airplane disasters; and political unrest, along with landmark chang-es that would change the world like Hugo Chaves becoming President of Venezuela, Sponge Bob Square Pants’ debut, Exxon and Mobil merge forming the largest company in the world, and Boris Yeltsin resigns as Russia’s President leaving Vladimir Putin in charge. NASA loses track of a multi million-dollar Mars space probe, NATO mis-takenly bombs the Chinese Embassy in Belgrade and the list of attacks against humanity around the world continued. How did Ford Motor Company find time to bring us the 5R55N transmission and its numerous version that followed? Mountaineers, Naviga-tors, Explorers and Jaguars all were introduced to a new torque converter. Ford refers to this unit as XW4P-7902AD/BD. Rebuilders know it as the 5R55 8-stud (or 4-stud depending on the application). Along with the converter’s introduc-tion came new challenges for torque converter rebuilders. Unexplained noises, newly designed components not yet available as aftermarket re-placements, multiple clutch liners as well as a non-replicable clutch drive plate that soon be-came an obvious short fall. As warranty periods started to end, converter rebuilders and parts suppliers together started to design a solid plan for a successful and durable rebuilt converter. New single clutch plates were designed and made available that eliminated the previous multi liner plate. Some rebuilders chose to modify Fords A X 4 N / S converter clutch as a great re m e d y. But little attention has been given to one area that real-ly needed improve-ment. The impeller to stator bearing was failing and a replacement was not readily available early on. A replacement is now available from Sonnax. Once again many rebuilders have called upon the very durable Chrysler 604 impeller bearing to be retrofitted into the Ford torque converter ( Photo A). This requires only a few minutes of machin-ing, the addition of a .030” shim and final instal-lation of the new bearing. Machine the stator cap to 1.900” to assure a nice snap fit of the bearing. Midwest Converters machines 300 or more sta-tor caps at a time on a CNC to ensure quality con-trol and exact fit. You can just as easily do this

Figure A

Tech Tip: An Alternative Way to Bond

Ford 5R55N rebuilder tips

on a small precision tool room lathe. Be sure to machine clearance for the underside of the b e a r i n g race. This measurement is 2.700”. If you choose, new OEM style bearings are avail-able. Cost is a little higher and integrity of the torque converter is prone to future bearing fail-ures. The locating tabs on the OEM bearing are susceptible to breaking off (Photo B) and can be damaged during installation. Upon inspection of about 400 new salvaged cores Midwest pur-chased, a few had broken alignment or locating tabs. These were new units. A bearing failure of this type will positively cost you a comeback. Usually the converter cannot be repaired. If you do elect to reuse or replace the OEM bearing, a simple milling, or grinding operation (Photo C) will assist reassembly and prevent damage upon reassembly. Simply remove the area in red. Photo D illustrates the finished sprag side of the front stator cap to remove all imperfections from roller contact wear. Usually .002 to .003 of an inch will clean it up nicely.

Dennis SneathMidwest Converters, Inc.

Torque Converter Rebuilders AssociationPO Box 2546Reno, Nevada 89505

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Jeff Stuck ........................Presidentjstuck@certifiedtransmission.comEd Lee ..................... Vice President

ejl@sonnax.comDick Lewis ......................Treasurer

lewisr9355@comcast.netChris Mann .....................Secretary

cmann@superflow.comMartin Brooks

martin@aceomatic.co.nzRob Hans

robjdhans@hotmail.comKen Kelly

kenktsi@comcast.netMark Mustard

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drandolph@daccoinc.comJan Stimmel

jmstimmel@yahoo.comLen Wack

lenw@embarqmail.com(973) 293-8925

TCRA Looking for Spotlights!

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In the spotlight: Consolidated Vehicle Converters

Though Consolidated Vehicle Convert-ers (CVC) wasn’t formed until 1996, the family of owner/operators have been rebuilding sealed torque converters since 1972. Co-owners and sisters Julie Maynard Turner & Marcia Maynard Prugh worked in their fathers shop (MAMCO CONVERTERS) since their teen years. A long time struggle for adequate manu-facturing space was solved in 2008 when CVC moved all of its operations into an 85,000 sq. feet facility along with the new location CVC invested in new roller convey-or systems, all new pass-thru wash tanks, new air compressor system, new racking and shelving, new lathes for an additional assembly line, environmental air movement system, additional clutch bonders, an auto-mated paint line and paint guns along with construction of employee break room, lock-er-room and four additional loading docks.

With the move behind us, our management staff continues to work on improvements to quality and processes. Our new facility has allowed us to increase productivity and quality noticeable to all our customers. CVC continues its main focus on domestic & for-eign units while servicing the industrial ap-plication users, high performance units are produced mainly by request. Our current project is an overhaul of our bonding department, awaiting more new

equipment this change will allow better flow of prod-uct through the clutch de-partment. CVC will be hosting the TCRA MEMBERS ANNUAL MEETING in May 2010, we look forward to spending time with everyone.