Torque Converter Installation Instructions
PREPARE THE CRANKSHAFT AND CONVERTER FOR INSTALLATION
- always check crankshaft for burrs and out of round
- remove rust with emery and lightly grease pocket receiving torque pilot
- remove paint from converter crank pilot with emery
- pour one quart of ATF into the converter
- check the flex plate for cracks and worn teeth
- install the converter on front of the transmission
CHECK CONVERTER TO FLEX PLATE ALIGNMENT
- After bell housing bolts are tight, check free movement of converter. It should have 1/16 to 1/8″ (ON GM ONLY) of clearance between pads on converter and flex plate. If you have more than 1/16 to 1/8″, install equal thickness washers to reduce clearance to 1/16 to 1/8″ (ON GM ONLY). If not enough clearance, remove transmission and check to see if converter is seated in front pump properly.
- Draw converter bolts up evenly so as not to pull converter into a bind causing vibration and pump bushing failure.
- If vibration occurs after installation, mark converter to flex plate and rotate the converter one bolt hole at a time.
The number 1 cause of vibration is failure to prepare the crankshaft for installation. Each time the converter is installed without sanding out the crankshaft rust, removing the paint from converter pilot and adding a little grease, the converter may be drawn up crooked with the first bolt. This may cause the converter to run-out and usually ruins the pump bushing. The 2nd most common complaint on converters is a whine after installation. This usually means there’s too much clearance between converter pads and flex plate. This draws the converter hub too far out of the pump drive gear causing the gear to rock.
Below is a chart that shows how to measure for proper depth clearances. Please check for proper clearances. Failure to do so can and will cause damage to the transmission and/or torque converter. Take measurement “A” shown in Figure 1. The correct method of measuring “A” is shown in Figure 2. Now take measurement “B’ on the engine as shown in Figure 1. This is the distance between the engine block mating surface and the converter mount mating surface on the flywheel or flexplate. Compare the two measurements that you have taken. “A” must be greater than “B”. If “A” is not greater than “B”, converter is not installed properly. Pull converter off slightly, then push it on again, rotating it at the same time. Continue to do this until you feel the converter move inward and stop at proper engagement. Repeat measurement “A” and compare it again with “B”. “A” must be greater than “B”. Do not proceed further until you have installed the converter properly. If you have any questions, please contact our tech department or consult a trained mechanic for assistance.
Measure the depth of mounting pad face (A) from the mounting flange face. Notice that the right hand that is holding the straight edge is also pushing the converter in toward the transmission.
All PATC performance torque converters are manufactured in-house. We have triple clutch converters for the Ford Power Stroke Diesel, Allison 1000 and Dodge Cummins Diesel. Check out our billet torque converters for 700R4, 4L60E, 200-4R, 4L80E, 6L80E, TH400, 4R70W, 4R100 and 48RE transmissions. Performance Automotive and Transmission Center has developed a full line of billet torque converters with lock-up for General Motors, Ford, and Dodge transmissions for applications ranging from improved factory performance to all out competition.
Here’s the bottom line, if you have a programmer or power adders you must have a performance / heavy duty transmission and torque converter for your transmission to last, because TurboDon says so.
PATC performance torque converters are manufactured in-house at our state of the art torque converter shop. We have some of the best torque converter builders and machinists in the industry. We specialize in high performance / heavy duty converters that can be built to your specifications. We have diesel converters in many different levels, billet covers, billet clutch pistons, triple clutch, billet stators, steel stators and low stall versions. Our performance gas converters for street rods and racing are the best in the business. These converters come in many different performance levels. Many of these torque converters have over size Red or High Carbon clutch lining and billet covers. These can be ordered in stall speeds of 1200 to 5000. All PATC torque converters are spin balanced and leak tested.