In this video we looked at the D540 & D545 torque converters, which is found in large GM trucks with an Allison 400 transmission.
As a result of heavy torque loads in these converters, the turbine fins can become loose; causing noise and stress cracks to the turbine body.
To fix this problem, we furnace-braze each individual turbine, which keeps the fins from becoming loose. Then we weld an additional support ring to the crown of the turbine to provide even greater support.
These are just some of the ways DACCO is making OEM converters better.
Filming and Editing provided by Michael’s Video Production
In this video we looked at the F59 torque converter, which is found in large Ford trucks with an E40D or 4R100 transmission.
The F59 piston does not have an outer diameter lip for support, but it does have a .007 taper; outside to inside. When engaged into lockup, the taper flexes out adding extra support.
By removing the friction material chemically instead of by machine, as some re manufacturers do, we keep that .007 taper in the bonding surface; keeping the O.E.M. strength, but with new friction material. ort.
These are just some of the ways DACCO is making OEM converters better.
Filming and Editing provided by Michael’s Video Production
In this video we looked at the F69 torque converter, which is found in a Mecury Mystique with a CD4E automatic transmission.
The piston body is designed poorly and cannot handle the stress of operation. This leads to stress cracks in the piston body as well as rivet heads being broken off, which destroy a converter.
How do we fix this problem?
The first step is to pressure test each piston body and if a stress crack if found, the part is rejected. If no crack is found, then we place a seam weld all the way around the piston body to ensure that it will not crack during use. After this, we place a bridge weld between the spring casing and the piston body, which gives the rivet heads extra support.
These are just some of the ways DACCO is making OEM converters better.
Filming and Editing provided by Michael’s Video Production
In this video we looked at a GM B21 JSFM torque converter, which you find in a Pontiac Bonneville containing a 4T65 transmission.
The design of the OEM piston is not strong enough to withstand repeated lockup, which causes the outer diameter of the piston body to bow down. This destroys the friction material as well as the torque converter.
How do we fix this problem?
We place a bridge weld on the back side of the piston body, tying the spring casing and the piston body together. This provides extra support during the repeated lockup and keeps the outer diameter from bowing. This process is performed on 100% of this style piston to make sure each parts meets the highest quality standard.
These are just some of the ways DACCO is making OEM converters better.
Filming and Editing provided by Michael’s Video Production
In this video we looked at a B85 converter, which you find in GM Trucks, both 2-wheel drive and 4-wheel drive, with a 4L60 transmission.
The most common issue you see with an OEM B85 is the rivet heads holding the spring casing to the piston body tend to sometimes break off. When this occurs, broken rivets will damage the friction material, which ultimately destroys the converter.
How do we fix these problems?
In order to take the stress off the rivets, we perform a bridge weld on the back side of the piston body, which ties the spring casing and the piston body together. This takes the stress off the rivet heads and distributes it evenly across the entire piston. This process is performed on 100% of this style converter to make sure each parts meets the highest quality standard.
These are just some of the ways DACCO is making OEM converters better.
Filming and Editing provided by Michael’s Video Production
Friday, September 17th, 2010 | General | DACCO Man
A shop owner and builder called the other day with a 2003 Durango 45RFE that wouldn’t move after a rebuild. Being a 25 year veteran of the transmission business, he called to ask if I had heard any complaints on that particular problem, which I then mentioned to him about pre-filling the cooler filter before installation. The shop owner then went and dropped the pan, filled the filter, and the truck went down the road with no problem. Another simple fix to a problem the shop owner would have worked on for hours had he been afraid to ask for some in-sight. Instead, he was able to fix the vehicle and move on with his other repairs.
With 20 plus years experience in the transmission business, I have yet to meet the person that knows everything about our industry; no offense if you think you do! With that being said, some of the most knowledgeable people I have dealt with are the ones to who actually sell the parts and not just use them. With the opportunity to talk to a variety of different techs on a daily basis ( ~80 – 100 daily), sales representatives hear all kind of issues that cause stress in this business. Questions are free to ask, and in most cases answered without a cost as well, so utilizing the sales rep at the counter is one of the best free tools you can get in this business.
In this video we looked at a B81 converter, which you find in ¾ ton and up GM Trucks with large gas and diesel engines. The transmission in the vehicles is a 4L80.
The most common issue you see with an OEM B81 torque converter is the piston radius is not manufactured correctly, which causes it to flex during use. Due to design flaw, stress cracks will occur in the curve of the piston body. Those same stress cracks can affect the converter’s ability to lock-up, allow fluid loss, and eventually output an error code to the vehicle.
How do we fix these problems?
The first step we take to resolve this issue is to test every part with air to see if stress cracks are present. If cracks are found, the piston body is scrapped and we replace it with a fully intact body. Once we are certain the piston body is without cracks, we perform a full body weld around the stress area of the piston giving extra support to keep it from cracking.
These are just some of the ways DACCO is making OEM converters better.
Filming and Editing provided by Michael’s Video Production
In this video we looked at a Chrysler 585 converter, which you find in a Dodge Caravan & Chrysler Town & Country, which contains a 604 transmission
The most common issue you see with an OEM 585Y converter is the piston metal is too thin, which results in flexing. When flexing occurs, it can cause the piston body to drag on the converter lid surface and also cause non lock-up.
How do we fix these problems?
In order to stop flexing of the piston metal, DACCO performs a bridge weld from the spring casing to the piston body. This provides enough reinforcement to keep it from flexing so there’s no lid drag and non lock-up. This process is performed on 100% of this style piston.
These are just some of the ways DACCO is making OEM converters better.
Filming and Editing provided by Michael’s Video Production
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A shop owner and builder called the other day with a 2003 Durango 45RFE that wouldn’t move after a rebuild. Being a 25 year veteran of the transmission business, he called to ask if I had heard any complaints on that particular problem, which I then mentioned to him about pre-filling the cooler filter before installation. The shop owner then went and dropped the pan, filled the filter, and the truck went down the road with no problem. Another simple fix to a problem the shop owner would have worked on for hours had he been afraid to ask for some in-sight. Instead, he was able to fix the vehicle and move on with his other repairs.
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