Torque Converter Journal - cloudfront.net
TIME TESTED • INDUSTRY TRUSTED
Sonnax Industries Inc. 1 Automatic Drive P.O. Box 440 Bellows Falls, VT 05101-0440
PRSRT STD US POSTAGE PAID PUTNEY, VT PERMIT #1
Torque Converter Journal Volume 8, No. 2 Nov. 2014
Featured in this issue 4L60-E PWM Modifications 4L60-E Friction Material Options New Parts from Sonnax Two New Exploded Views Sign up for
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Sonnax designs, manufactures, tests and distributes a wide variety of components used to remanufacture torque converters, rebuild automatic transmissions, upgrade driveshafts and protect the driveline from over-torque damage.
Sonnax is a 100% Employee-Owned Company
Continued from page 1 engineered to act more like a sponge. These qualities are very helpful in controlling NVH, and if all variables are right HTS can provide troublefree service for 100,000 miles and beyond.
Find Sonnax Parts by Dimensions! Powerful Search Filters
One of the most convenient new features on the Sonnax website is the ability to filter the massive selection of online parts to pinpoint exactly what you’re looking for. Finding parts like bushings or friction rings is easy since they can be filtered down by size. Sortable Data Tables
Go to the “All Parts” page on the Sonnax website and click on “Part Type” in the blue column on the left. This will display a dropdown list of all part types available. Check the box next to the part type you are interested in and then click the orange “Filter” button to view the corresponding parts list. A large number of the part types will display the parts in a table that you can sort in various ways by clicking on the blue headings. If the part list does not include a table, use the rest of the filters such as unit, attritbutes and more to find the parts which meet your specific search criteria.
If you are building 4L60-E converters and don’t know what version of transmission they might end up in, HTE (High Thermal Engagement material, also from BorgWarner) is a better choice. HTE has a higher density, but still has great friction and heat-resistant characteristics. While it isn’t as good with NVH issues, it’s still a great long-lasting material that works when you don’t know all the transmission rebuild specifics. Understanding the variables you control – as well as the variables you don’t – will help you provide a better unit to your customer. And that will allow you to keep more of the good stuff in your wallet.◄
TIME TESTED • INDUSTRY TRUSTED
20
Years Later:
What’s New with 4L60-E PWM Modifications
Transmission builders are no strangers to modification. Making changes to increase performance, to prevent known issues from cropping up or to overcome existing problems is a hallmark of the ingenuity of the rebuilding industry. Many of these modifications can be beneficial, but some can cause unintended complications or downright damage.
Torque Converter Failure & TCC Friction Linings There is a common modification for the 4L60-E TCC circuit that causes multiple problems, one of which is TCC friction delamination. Knowing how and why this happens is the key to avoiding converter failure comebacks which are the product of a modification someone else performed.
Torque Converter Journal
Volume 8, No. 2 Nov. 2014
Before GM introduced its pulse width modulated (PWM) control system in the mid-1990s, the 4L60E TCC apply/release tactics were simple: on or off. At the appropriate moment, a command from the PCM to the TCC solenoid stroked the converter clutch valve, allowing release fluid to exhaust and opening the apply circuit for business. When the PCM de-energized the solenoid, the valve returned, allowing converter feed oil to switch back to the release circuit and cutting off apply pressure. Simple and effective. But on/off operation had some shortcomings. Switching the TCC abruptly can result in a harsh apply sensation and adds unnecessary stress to driveline components. And while fuel economy improves with TCC operation, it can be increased further with a different control process. For these reasons the PWM control strategy was introduced. This control scheme eliminated the on/off feature in favor of a gradual apply/release function. Continued on page 2
GM 4L60-E Friction Material Options You have probably seen that popular TV commercial that advertises for a major credit card company. At the end, a celebrity spokesperson asks “What’s in your wallet?” An aftermarket torque converter variant of that question might well be “What’s in your 4L60-E converter?”
an early ‘on/off’ unit, or a late model ‘constant slip’ application? Or maybe a mid-generation unit with a relatively short ‘PWM’ apply? Often, converter builders do not have this information.
To further complicate matters, worn-out TCC hydraulic circuits in the transmission valve body can be overlooked by First, a little history: Years ago, relining torque converter transmission rebuilders. Still more confusion and potential damper assemblies with friction material was relatively basic. problems can be added due to simple, cheap (and common) Most transmissions, like the Chrysler 727 LU or the GM 350- valve body mods made by rebuilders. These ‘shortcut’ C had simple on/off lockup strategies. TCC friction material modifications can eliminate OEM features, drastically raise was relatively hard and dense and the material was easy to TCC apply pressure, and potentially build problems into units. bond, but complaints of TCC chatter were common. To keep some level of sanity here, we won’t even discuss the potential issues that might arise if the converter goes into a Fast forward a few years and the strategies for TCC control vehicle that has been reprogrammed with aftermarket software. have become much more sophisticated. The 4L60-E is a good example of this evolution; the early 4L60-E had a simple on/ If you know that: off control system, while late-model 4L60-E units are designed 1. The unit is a constant slip application for constant, controlled slip. As apply strategies evolved, TCC 2. The transmission hydraulics are in good repair and have material also progressed through many variations – later models not been modified to function differently from OE use much softer and more porous materials to reduce NVH 3. The software controlling the transmission is OE (noise, vibration and harshness), while still providing highThen HTS (High Thermal Slipping material from temperature protection and long service life. BorgWarner) is a definite option. It’s nothing like the dense So what is a converter rebuilder to do when faced with choosing materials from the old days; it’s a much ‘softer’ material that is friction material for 4L60-E units? Is the converter going into Continued on page 8 Sonnax Torque Converter Journal • Nov. 2014
1
20 Years Later: What’s New with 4L60 To Converter Clutch Valve in Pump
Continued from page 1 A second TCC solenoid was added to control the regulated apply valve. The TCC lining also was changed, from paper to a high-carbon content lining to stand up to the extra friction and heat generated during PWM operation. HTE (High Thermal Engaging) friction linings available from Sonnax are a good example of this type.
Figure 1 Line Pressure
Regulated TCC Apply Pressure
Under PWM control, the PCM sends a variable duty cycle to the second solenoid to control the regulated apply valve (Figure 1). The percentage at which the PCM increases or decreases the duty cycle controls the rate at which the TCC applies and releases. Ramping this pressure in stages gives us the smooth operation and improved fuel economy we’re looking for.
TCC PWM Signal Pressure
Isolator Valve
TCC Regulator Valve Ex.
Ex.
OE Valve - Regulated TCC Apply
Torque Converter Failure & TCC Apply Pressure
Figure 2 shows PWM progression during typical
TCC application. Note the linear duty cycle change from 0% (unlocked) to 90% (full lockup), plenty of time to gently apply the clutch without harsh feel or driveline disturbance.
When the PCM determines EC3 clutch application is necessary, the duty cycle for the regulator solenoid is raised in rapid steps to around 50%, providing enough pressure for converter apply to begin. It is right around this 50% mark that our desired slip (20-40 RPM) is achieved under most driving conditions, and the PCM will constantly monitor and adjust the pulse width in an attempt to keep it in this window while the TCC is applied. Under some high-torque or freeway speed situations, the PCM will increase duty cycle to 98% to fully lock the TCC. This eliminates slip and prevents excess heat during high-load conditions.
As a further effort to improve fuel economy and prolong the life of transmission and engine components, PWM control evolved into EC3. The valves and solenoids remain (virtually) the same as with PWM operation, but the control strategy and TCC lining have again undergone changes.
This adaptive control strategy can provide nuggets of diagnostic gold: as the regulator bore wears, the duty cycle required to keep slip in the appropriate range increases. You often can spot TCC problems before they trigger codes by monitoring duty cycle with a scan tool. For example, if you have a vehicle with a few clicks on the odometer and an average TCC duty cycle of 79%, you can be pretty sure the PCM is compensating for circuit wear, most likely in the regulator bore.
Within the EC3 game plan it is generally undesirable to fully lock the TCC. Instead, a consistent slip of about 20 to 40 RPM is aimed for under most operating conditions. It is because if this controlled slip that a different clutch material must be used. Friction material designed for use in on/off systems will burn up when subjected to modulated slip conditions, and the lining material designed for PWM control typically wears out prematurely if used in EC3 systems. A friction lining with higher thermal capacity must be used such as the HTS (High Thermal Slipping) linings offered by Sonnax.
A common problem with PWM and EC3 units is caused by continuous oscillation of the regulator valve, which creates bore wear over time that allows critical apply pressure to exhaust. This often results in the setting of code P1870 and/or P0894 due to excess TCC slip. Transmission builders quickly realized they could eliminate these codes (but not the bore wear that caused them) by blocking the regulator valve with an inner pump slide spring from a 700-R4, effectively returning it to an on/off system (Figure 3).
2500
100 90
2000
80
RPM
70 1500
60
1000
0 2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
TCC Duty Cycle Percentage Relative Torque
40
Engine RPM
20
Input RPM
10
TCC Duty Cycle %
0 1
Figure 2
50 30 500
Vehicle Speed
Scanner Frames
4L60E PWM Application Sample 2
Sonnax Torque Converter Journal • Nov. 2014
Visit our online catalog at www.sonnax.com. • Contact your distributor to order.
©2014 Sonnax Industries, Inc.
0-E PWM Modifications Figure 3 Line Pressure
TCC Apply Pressure FULL LINE
4L60 Inner Pump Slide Spring (Coilbound)
TCC PWM Signal Pressure
TCC Regulator Valve Ex.
Ex.
OE Valve - TCC Reg. Valve Blocked for Full Line
This modification allows full line pressure into the apply circuit, up to 140 psi under load. In contrast, OE apply pressures range from about 60 to 80 psi. While the extra pressure masks bore wear and provides a Band-Aid for TCC slip, it can lead to: • • • • • • •
Cracked or deformed TCC pistons Broken damper rivets Torsional driveline disturbance Damaged crankshaft bearings Harsh apply feel Friction lining delaminating from TCC pistons (PWM and EC3) Converter failure
These problems are made worse if line pressure modifications are performed which allow even higher pressures into the apply circuit. On top of this, a sizeable line pressure leak is introduced, because the worn regulator bore is now open to line pressure, allowing it to bleed off to exhaust. This blocking modification has been embraced by some builders of high performance or heavy towing units, even without a trouble code to conquer. There is at least one aftermarket kit that mimics blocking the valve, with To Converter Clutch Valve in Pump
Figure 4 Line Pressure
TCC Apply Pressure LIMITED
No Isolator Valve
TCC PWM Signal Pressure Passage Blocked
TCC Regulator Valve Ex.
Ex.
Sonnax Limiter Spring - TCC Apply Pressure Limited to 100 PSI ©2014 Sonnax Industries, Inc.
the same detrimental high pressures being allowed to the apply circuit. With this information in mind, it becomes apparent how a torque converter that was built perfectly to specification can fail due to being installed in an improperly modified transmission.
To avoid the negative repercussions of full line pressure in this circuit while still allowing slightly elevated apply pressures for better performance, Sonnax developed the TCC pressure limiter spring system, which converts the TCC regulator valve into a simple pressure limit valve. With the isolator valve removed and the PWM feed orifice in the separator plate blocked, installing the limiter behind the regulator valve regulates line pressure into the apply circuit down to a maximum of 100 psi (Figure 4). This is enough for extra holding power while avoiding the consequences of full line pressure to the TCC piston. It’s the only available modification that both eliminates PWM/EC3 operation and limits converter pressure to acceptable levels. Since the apply pressures are capped in this manner, the pressure limiter can be used with friction linings designed for on/off, PWM or EC3 with great success. The pressure limiter is a performance-enhancing spring found in Sonnax’s popular HP-4L60E-01 Performance Pack that changes how the lockup system works. The spring is NOT a repair for a worn regulator bore, as it is designed to work in a properly functioning apply circuit. If the TCC regulator valve bore is worn, the only way to restore the valve bore and prevent pressure loss is to install Sonnax TCC regulator and isolator valve kit 77754-04K (OE apply rate) or 77754-03K (increased apply rate). The TCC pressure limiter spring works equally well in an un-worn original bore or with the Sonnax sleeve kits. Used with 77754-03K, the limiter will deliver higher levels of performance by allowing pressure of about 110 psi into the apply circuit. This is the maximum clamping power available without causing the negative results associated with full line pressure to the TCC. Like it or not, modifications will always be a part of this business. Some of them can burn you, even when you weren’t the one that performed them. Working with transmission builders to ensure they are buying a 4L60-E converter with lining best suited to their particular build or modifications is one of the keys to long converter life and avoiding modification-related comebacks.◄
Contact us (800) 843-2600 • fax (802) 463-4059 • www.sonnax.com
Sonnax Torque Converter Journal • Nov. 2014
3
Sonnax TCC Pressure Limiter
To Converter Clutch Valve in Pump
GM
New Parts from Sonnax Unit 5L40-E (258mm & 245mm) LU, Euro Chevrolet AHS-T (2ML70) 6L80, 6L90 (300mm) 6L90, Captive Clutch 258mm LU (4T65-E) Allison® 1000/2000/2400, 2006-Later Allison® 1000/2000/2400, 2010-Later 6R60, 6R75W, 6R80 (260mm) Late, 6R80 (280mm) Early & Late
Ford
6F35
Part No.
Part Name
Description
GM-90-70G
Impeller Hub, Butt Mount
1.750" Journal Diameter, 2.065" Assembled Height
GM-WP-15 GM-RV-11 GM-RV-12 GM-I-14HS
Plastic Thrust Washer Rivet, Damper Rivet, Piston-To-Spring Strap Splined Front Cover Pump Drive Insert
3.150" O.D., 1.748" I.D., .060" Thick 100/Bag, Solid, Flat Head, .235" Shank Dia., .300" Head Dia., .414" Length 100/Bag, Solid, Flat Head, .196" Shank Dia., .310" Head Dia., .296" Length .781" O.D., .771" Length, 14-Tooth Int. Spline, Hardened
AL-HT-4HS
Turbine Hub
25-Tooth Int. Spline, Hardened, 45-Tooth Ext. Spline
AL-WA-6
Aluminum Stator Cap, Turbine-Side
4.169" O.D., .390" Thickness
FD-90-62G
Impeller Hub, Butt Mount
1.770" Journal Dia., Drive Slots, 2.270" Assembled Height
FD-90-66G
Flanged Impeller Hub
1.562" Journal Dia., Drive Flats, 3.446" Dia. Flange, 2.230" Height, 2.062" Assembled Height
FD-O-28V
Radial Lip Seal
.788" Housing Bore, .533" Shaft Diameter
6R140, 8-Stud 6R140, 4 & 6-Stud 6R140, 4-Stud, 6.2L 6R80 (260mm) Late, 6R80 (280mm) Early & Late
FD-N-12 FD-N-13 FD-O-31V
Ball Bearing, Turbine Hub Ball Bearing, Turbine Hub D-Shape Seal Ring
2.165" O.D., 1.378" I.D., .394" Thick 2.440" O.D., 1.380" I.D., .550" Thick 7.816" Inner Dia., .085" Width, .140" Height
FD-O-32V
Radial Lip Seal
1.181" Housing Bore, .871" Shaft Diameter
6R140
FD-SP-1
Sprag, 26-Element
3.031" Outer Race, 2.375" Inner Race, .792" Width
5R110W Early, 4R100, E4OD 4R55E, 5R55E Late, A4LD, A4LD Multi-Plate 6R80 (280mm) Early
FD-WA-24
Impeller-Side Bearing Adapter
3.593" O.D., 2.008" I.D., .445" Thick, Use with JA-N-13
FD-WA-25
Impeller-Side Bearing Adapter
3.356" O.D., 1.690" I.D., .478" Tall, Use with CH-N-1
FD-WF-3
3.210" O.D., 2.340" I.D., .062" Thick
6R140
FD-CP-140
6R80 (280mm) Early & Late
FD-N-14 FD-RK-11
CH-CP-4
Fiber Thrust Washer Clutch Plate, OE-Style Segmented Frictions Bonded Enclosed Thrust Bearing, Impeller-side Multi-Plate Racekit Multi-Plate Racekit, Pre-Assembled Piston/Damper Multi-Plate Racekit Multi-Plate Racekit, Pre-Assembled Piston/Damper Clutch Plate w/Frictions Bonded
CH-CP-5
Clutch Plate w/Frictions Bonded
Internal Spline, Full-circle (Solid) Friction, Used in CH-RK-1 & 2, CHBW-RK-1 & 2
CH-CP-6
Clutch Plate w/Frictions Bonded
CH-HT-27HS CH-WS-26 CH-WS-27 AW-CP-5P VW-O-5V TO-SP-1 BW-SP-5
Turbine Hub Steel Stator Cap, Turbine-Side Steel Stator Cap, Impeller-Side Pressure Plate Outer Piston Seal Sprag Sprag Partially Enclosed Bearing, Impeller & Turbine-Sides Bearing Race, Impeller & Turbine-sides Open Bearing, Front Cover Bearing Race, Front Cover Large Outer Seal Small Inner Seal Flanged Impeller Hub Front Cover Bushing, Finished Spring Retainer Rivet Damper Spring Spring End Cap Flanged Impeller Hub
5R110W, 6-Stud, 6.0L
FD-RK-12 FD-RK-15
5R110W, 8-Stud, 6.4L
Chrysler
68RFE Multi-plate Clutch Kit 68RFE
Aisin AW
62TE TR-60SN (VW 09D), Captive Clutch 450-43LE TF-60SN (VW09G)
FD-RK-16
Aisin Seiki
CH-N-4 A465, AS68RC
Honda/Acura
AS68RC
B7TA, B7VA, B7YA
Hyundai/Kia A6MF1 4
CH-N-5 CH-N-6 CH-N-7 CH-O-15V CH-O-16V TO-90-22G HO-B-1 HO-RS-1 HO-RV-1 HO-SD-1 HO-WS-1 HK-90-6G
Sonnax Torque Converter Journal • Nov. 2014
30-Tooth Internal Flat Tabs, 11.500" O.D., 9.770" I.D., .118" Thickness 3.670" O.D., 2.620" I.D., .162" Thickness Piston/Damper Tunable to 1,250 ft-lb Torque Capacity Piston/Damper Tuned to 1,250 ft-lb Torque Capacity Piston/Damper Tunable to 12,50 ft-lb Torque Capacity Piston/Damper Tuned to 1,250 ft-lb Torque Capacity External Spline, Full-circle (Solid) Friction, Used in CH-RK-1 & 2, CHBW-RK-1 & 2 25 Bent, external tabs, 12.598" O.D., 10.157" I.D., .160" thick, HTE friction material 22-tooth internal spline, Hardened 3.640" O.D., 1.660" I.D., .220" Thickness, 9 Outer Notches 3.665" O.D., 1.660" I.D., .220" Thickness, 9 Outer Notches 10.541" O.D., 8.764" I.D., .197" Thick, 20 External Teeth 7.948" I.D., .123" Cross Section 24-Element 22-Element 3.000" O.D., 1.779" I.D., .188" Thick 2.953" O.D., 1.898" I.D., .098" Thick, Two O.D. Tangs 1.717" O.D., .988" I.D., .157" Thick 1.843" O.D., 1.094" I.D., .098" Thick 6.959" I.D., .083" Width, .149" Height 3.905" I.D., .083" Width, .152" Height 1.843" Journal Dia., 2.570" Height, 2.210" Assembled Height .768" Housing Bore, .628" Shaft Diameter, .503" Width Damper Assembly 100/Bag , Solid, Round Head, .220" Head Dia., .113" Shank Dia., .380" Length .588" O.D., .122" Wire Diameter, 1.536" Length Damper Assembly 1.693" Journal Dia., 4.130" Flange Outer Dia., 1.350" Assembled Height
Visit our online catalog at www.sonnax.com. • Contact your distributor to order.
©2014 Sonnax Industries, Inc.
ZF
VW/Audi
Toyota/Lexu
Renault
Mercedes
Jatco
Unit REOF10A
JR403E / RG4R01A
Part No. JA-O-12 VW-HT-4HS VW-RV-3 TO-SP-1
722.8
MB-O-9
722.9 (Late)
MB-O-10
Clutch Plate w/Frictions, .030" Thicker than OE
1.489" O.D., .104" Width, .083" Height
RE-CP-3K
Clutch Plate Kit
Clutch Plate w/Bonded Frictions, O-ring, Rivets & Fasteners
RE-O-3V
O-Ring
2.346" I.D., .079" Cross Section
U140E
TO-90-19G
Flanged Impeller Hub
U151E, U541E A140, A340H, A43DE/DL U250E U760E (TM-60LS)
TO-90-20G TO-O-9V TO-WA-17 TO-90-21G
Flanged Impeller Hub Radial Lip Seal Aluminum Stator Cap, Impeller-Side Flanged Impeller Hub
A960E/F (TB-65SN), A760E
TO-90-23G
Flanged Impeller Hub
VW 09A (JR506E)
VW-HT-4HS Turbine Hub VW-RV-3 Rivet
1.499" Journal Dia., 3.640" Flange Dia., 1.930" Height, 1.646" Assembled Height 1.500" Journal Dia., 1.930" Height, 1.733" Assembled Height .929" Housing Bore, .610" Shaft Dia. 3.098" O.D., 1.280" I.D., .408" Thickness, 4 Outer Notches 1.695" Journal Dia., 3.480" Flange Dia., 1.700" Height, 1.492" Assembled Height 1.499" Journal Dia., 3.230" Flange Dia., 1.900" Height, 1.710" Assembled Height 20-Tooth Spline, Hardened 100/Bag, Solid, Flat Head, .202" Shank Dia., .385" Head Dia., .627" Length
VW-O-5V
Outer Piston Seal
7.948" I.D., .123" Cross Section
BW-SP-5
Sprag Clutch Plate w/Frictions, .030" Thicker than OE Steel Plate Steel Plate Thrust Washer Pressure Plate Inner Stator Race Inner Stator Race Piston Rivet Friction Ring Friction Ring Friction Ring Friction Ring Friction Ring Friction Ring Friction Ring Friction Ring Friction Ring Friction Ring Friction Ring Friction Ring Friction Ring Friction Ring Friction Ring Friction Ring, Cut-Outs Friction Ring, Cut-Outs
22-Element
JR506E (VW09A)
DP2 & AT8
VW 09D (TR-60SN), Captive Clutch VW 09G, TF-60SN ZF5HP24
FS-CP-3TKR
ZF8HP55
ZF-CP-9S ZF-CP-10S ZF-WP-1 ZF-CP-11P ZF-HR-1 ZF-HR-2 ZF-RV-1 B45084HTE B66500HTE B66750HTE B45940HTE B45940HTS B66940HTE B66940HTS B45945HTE B45945HTS B45760HTE B45760HTS B45930HTE B66930HTE B45590HTE B45590HTS B45935HTE B45935HTS
ZF8HP45, ZF8HP55 ZF6HP19, 245mm ZF6HP26, 260mm & 275mm ZF6HP19/21, 245mm (Luk) GM 4L80-E (Late Single Stator) Chrysler 45RFE, 545RFE GM 6L80, 6L90 (300mm) Toyota U660E
Ford 5R110W, 8-Stud
Friction Rings
ZF6HP19/21, 245mm (Luk) GM 6T70/75, Ford 6F50/55 Mercedes 722.8 Ford 6R80, 280mm (Early) Ford AXOD, AXODE, CD4E, 9-1/4" & 10-1/4" Hyundai/Kia A6F24, A6MF1, A6MF2
Various
©2014 Sonnax Industries, Inc.
Part Name Scarf Cut Seal Ring Turbine Hub Rivet Sprag Clutch Plate w/Frictions, .030" Thicker than OE
Description 1.693" O.D., .091" Width, .083" Height 20-Tooth Spline, Hardened 100/Bag, Solid, Flat Head, .202" Shank Dia., .385" Head Dia., .627" Length 24-Element 2.742" O.D., .099" Width, .083" Height
10.217" O.D., 8.379" I.D., .152" Thick, 24 Flat External Tabs 30-Tooth Ext. Spline, 8.151" O.D., 6.499" I.D., .071" Thickness 30-Tooth Ext. Spline, 8.151" O.D., 6.499" I.D., .109" Thickness 1.516" O.D., .984" I.D., .079" Thickness, Vespel 30-Tooth Ext. Spline, 8.151" O.D., 6.499" I.D., .169" Thickness 43-Tooth Spline, 1.320" O.D., .730" Length 38-Tooth Spline, 1.958" O.D., .845" Length Solid, Flat Head, .200" Shank Dia., .280" Head Dia., .272" Length 11.625" X 10.375" X .045", HTE 10.500" X 9.188" X .066", HTE 11.120" X 9.840" X .066", HTE 10.188" X 8.730" X .045", HTE 10.188" X 8.730" X .045", HTS 10.188" X 8.730" X .066", HTE 10.188" X 8.730" X .066", HTS 10.200" X 8.950" X .045", HTE 10.200" X 8.950" X .045", HTS 8.642" X 7.323" X .045", HTE 8.642" X 7.323" X .045", HTS 10.200" X 9.200" X .045", HTE 10.200" X 9.200" X .066", HTE 9.400" X 8.220" X .045", HTE 9.400" X 8.220" X .045", HTS 9.500" X 8.250" X .045", HTE 9.500" X 8.250" X .045", HTS
B45580HTE Friction Ring
9.750" X 8.125" X .045" HTE
B45100HTS B66100HTS B45064HTE B66064HTE B45044HTE B66044HTE B66540HTE
9.375" X 8.125" X .045", HTS 9.375" X 8.125" X .066", HTS 9.398" X 8.938" X .045", HTE 9.398" X 8.938" X .066", HTE 9.563" X 8.500" X .045", HTE 9.563" X 8.500" X .066", HTE 9.125" X 8.125" X .066", HTE
Friction Ring Friction Ring Friction Ring Friction Ring Friction Ring Friction Ring Friction Ring
Contact us (800) 843-2600 • fax (802) 463-4059 • www.sonnax.com
Sonnax Torque Converter Journal • Nov. 2014
5
Ford 6F35 Sonnax offers replacements or upgrades for all items in blue. See chart below for details.
22 21 20 19 18
17 16 15
4
14 10
13 12
9
11
8 7 6 5 4 3 2 1
Part Name
Part Number
Description
1
Hub Cover
MI-HC-G
Material: Plastic | Color: Green | For Hub Dia.: 1-1/2"
2
Impeller Hub
FD-90-66G
Journal Dia.: 1.562" | Assembled Height: 2.062" | Height: 2.230" Flange Outer Dia.: 3.446" | Material: Steel Forging | Pump Drive Style: Flats
4
Thrust Bearing
GM-N-11
2 Required | I.D.: 2.500" | Thickness: 0.150" | O.D.: 3.391" | Bearing Style: Enclosed Material: Hardened Steel
7
Accordion Spring
GM-S-3
10 required | Width: 0.380" | Relaxed Height: 0.225" | Fold Count: 3.0
8
Roll
GM-RO-385
10 required | Length: 0.385" | Dia.: 0.313"
13 Seal
FD-O-16
Width: 0.130" | Height: 0.096" | O.D.: 1.675" | Material: PTFE | Scarf Cut
13 Seal
FD-O-20
Width: 0.130" | Height: 0.095" | O.D.: 1.683" | Material: PTFE | Color: Red Seal Style: Solid
14 Radial Lip Seal
FD-O-28V
Housing Bore: 0.788" | Shaft Dia.: 0.533" | Material: Fluorocarbon seal I.D., Metal Case O.D.
20 Friction Ring
B45290HTE
O.D.: 9.625" | I.D.: 8.375" | Thickness: 0.045" | Material: HTE
20 Friction Ring
B45290HTS
O.D.: 9.625" | I.D.: 8.375" | Thickness: 0.045" | Material: HTS
20 Friction Ring
B66290HTE
O.D.: 9.625" | I.D.: 8.375" | Thickness: 0.066" | Material: HTE
20 Friction Ring
B66290HTL
O.D.: 9.625" | I.D.: 8.375" | Thickness: 0.066" | Material: HTL
6
Sonnax Torque Converter Journal • Nov. 2014
Visit our online catalog at www.sonnax.com. • Contact your distributor to order.
©2014 Sonnax Industries, Inc.
Aisin Seiki A465, AS68RC View more than 160 exploded views and up-to-date parts lists at www.sonnax.com.
35 34 33
32
31
Prefer paper? You can print out new or updated exploded views and part lists like the one below by clicking on the orange "Print Parts List" button on any torque converter unit page.
30 29 28 27 26 27
23
26 22
2120 19 18 17
27 26 16
25 15
24
14 13 4
12
5
11
9 8
10
7 6
5
4 3 2 1
Part Name
Part Number
Description
1
Hub Cover
MI-HC-B
Length: 1.500" | Material: Plastic | Color: Black | For Hub Dia.: 1-3/4"
2
Impeller Hub
TO-90-17G
Fits A465 only | Assembled Height: 2.195" | Height: 2.475" | Journal Dia.: 1.844" Flange O.D.: 4.080" | Material: Steel | Hub Mount: Flanged
4
Thrust Bearing
CH-N-4
Impeller & Turbine side | O.D.: 3.000" | I.D.: 1.779" | Thickness: 0.188" | Bearing Style: Partially Enclosed
5
Bearing Race
CH-N-5
Impeller & Turbine side | O.D.: 2.953" | I.D.: 1.898" | Thickness: 0.098" | Tang Count: 2 O.D. Material: Hardened Steel
8
Sprag
AL-SP-1
Sprag Element Count: 29 | Material: Hardened Steel
26 Friction Plates
AS-CP-1FK
O.D.: 7.431" | Thickness: 0.098" | Tooth Count: 36 Internal
27 Steel Plates
AS-CP-2SK
O.D.: 7.500" | I.D.: 6.240" | Tooth Count: 16 External
28 Seal
CH-O-15V
Width: 0.083" | Height: 0.149" | O.D.: 7.258" | Material: Fluorocarbon | Seal Style: D-Shaped
30 Seal
CH-O-16V
Width: 0.083" | Height: 0.152" | O.D.: 4.208" | Material: Fluorocarbon | Seal Style: D-Shaped
31 Bearing Race
CH-N-7
Front Cover | O.D.: 1.843" | I.D.: 1.094" | Thickness: 0.098" | Material: Hardened Steel
32 Thrust Bearing
CH-N-6
Front Cover | O.D.: 1.717" | I.D.: 0.988" | Thickness: 0.157" | Bearing Style: Open
33 Bearing Race
CH-N-11
Front Cover | O.D.: 1.861" | I.D.: 0.993" | Thickness: 0.130" | Material: Hardened Steel
©2014 Sonnax Industries, Inc.
Contact us (800) 843-2600 • fax (802) 463-4059 • www.sonnax.com
Sonnax Torque Converter Journal • Nov. 2014
7
Sonnax Industries Inc. 1 Automatic Drive P.O. Box 440 Bellows Falls, VT 05101-0440
PRSRT STD US POSTAGE PAID PUTNEY, VT PERMIT #1
Torque Converter Journal Volume 8, No. 2 Nov. 2014
Featured in this issue 4L60-E PWM Modifications 4L60-E Friction Material Options New Parts from Sonnax Two New Exploded Views Sign up for
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Sonnax designs, manufactures, tests and distributes a wide variety of components used to remanufacture torque converters, rebuild automatic transmissions, upgrade driveshafts and protect the driveline from over-torque damage.
Sonnax is a 100% Employee-Owned Company
Continued from page 1 engineered to act more like a sponge. These qualities are very helpful in controlling NVH, and if all variables are right HTS can provide troublefree service for 100,000 miles and beyond.
Find Sonnax Parts by Dimensions! Powerful Search Filters
One of the most convenient new features on the Sonnax website is the ability to filter the massive selection of online parts to pinpoint exactly what you’re looking for. Finding parts like bushings or friction rings is easy since they can be filtered down by size. Sortable Data Tables
Go to the “All Parts” page on the Sonnax website and click on “Part Type” in the blue column on the left. This will display a dropdown list of all part types available. Check the box next to the part type you are interested in and then click the orange “Filter” button to view the corresponding parts list. A large number of the part types will display the parts in a table that you can sort in various ways by clicking on the blue headings. If the part list does not include a table, use the rest of the filters such as unit, attritbutes and more to find the parts which meet your specific search criteria.
If you are building 4L60-E converters and don’t know what version of transmission they might end up in, HTE (High Thermal Engagement material, also from BorgWarner) is a better choice. HTE has a higher density, but still has great friction and heat-resistant characteristics. While it isn’t as good with NVH issues, it’s still a great long-lasting material that works when you don’t know all the transmission rebuild specifics. Understanding the variables you control – as well as the variables you don’t – will help you provide a better unit to your customer. And that will allow you to keep more of the good stuff in your wallet.◄
TIME TESTED • INDUSTRY TRUSTED
20
Years Later:
What’s New with 4L60-E PWM Modifications
Transmission builders are no strangers to modification. Making changes to increase performance, to prevent known issues from cropping up or to overcome existing problems is a hallmark of the ingenuity of the rebuilding industry. Many of these modifications can be beneficial, but some can cause unintended complications or downright damage.
Torque Converter Failure & TCC Friction Linings There is a common modification for the 4L60-E TCC circuit that causes multiple problems, one of which is TCC friction delamination. Knowing how and why this happens is the key to avoiding converter failure comebacks which are the product of a modification someone else performed.
Torque Converter Journal
Volume 8, No. 2 Nov. 2014
Before GM introduced its pulse width modulated (PWM) control system in the mid-1990s, the 4L60E TCC apply/release tactics were simple: on or off. At the appropriate moment, a command from the PCM to the TCC solenoid stroked the converter clutch valve, allowing release fluid to exhaust and opening the apply circuit for business. When the PCM de-energized the solenoid, the valve returned, allowing converter feed oil to switch back to the release circuit and cutting off apply pressure. Simple and effective. But on/off operation had some shortcomings. Switching the TCC abruptly can result in a harsh apply sensation and adds unnecessary stress to driveline components. And while fuel economy improves with TCC operation, it can be increased further with a different control process. For these reasons the PWM control strategy was introduced. This control scheme eliminated the on/off feature in favor of a gradual apply/release function. Continued on page 2
GM 4L60-E Friction Material Options You have probably seen that popular TV commercial that advertises for a major credit card company. At the end, a celebrity spokesperson asks “What’s in your wallet?” An aftermarket torque converter variant of that question might well be “What’s in your 4L60-E converter?”
an early ‘on/off’ unit, or a late model ‘constant slip’ application? Or maybe a mid-generation unit with a relatively short ‘PWM’ apply? Often, converter builders do not have this information.
To further complicate matters, worn-out TCC hydraulic circuits in the transmission valve body can be overlooked by First, a little history: Years ago, relining torque converter transmission rebuilders. Still more confusion and potential damper assemblies with friction material was relatively basic. problems can be added due to simple, cheap (and common) Most transmissions, like the Chrysler 727 LU or the GM 350- valve body mods made by rebuilders. These ‘shortcut’ C had simple on/off lockup strategies. TCC friction material modifications can eliminate OEM features, drastically raise was relatively hard and dense and the material was easy to TCC apply pressure, and potentially build problems into units. bond, but complaints of TCC chatter were common. To keep some level of sanity here, we won’t even discuss the potential issues that might arise if the converter goes into a Fast forward a few years and the strategies for TCC control vehicle that has been reprogrammed with aftermarket software. have become much more sophisticated. The 4L60-E is a good example of this evolution; the early 4L60-E had a simple on/ If you know that: off control system, while late-model 4L60-E units are designed 1. The unit is a constant slip application for constant, controlled slip. As apply strategies evolved, TCC 2. The transmission hydraulics are in good repair and have material also progressed through many variations – later models not been modified to function differently from OE use much softer and more porous materials to reduce NVH 3. The software controlling the transmission is OE (noise, vibration and harshness), while still providing highThen HTS (High Thermal Slipping material from temperature protection and long service life. BorgWarner) is a definite option. It’s nothing like the dense So what is a converter rebuilder to do when faced with choosing materials from the old days; it’s a much ‘softer’ material that is friction material for 4L60-E units? Is the converter going into Continued on page 8 Sonnax Torque Converter Journal • Nov. 2014
1
20 Years Later: What’s New with 4L60 To Converter Clutch Valve in Pump
Continued from page 1 A second TCC solenoid was added to control the regulated apply valve. The TCC lining also was changed, from paper to a high-carbon content lining to stand up to the extra friction and heat generated during PWM operation. HTE (High Thermal Engaging) friction linings available from Sonnax are a good example of this type.
Figure 1 Line Pressure
Regulated TCC Apply Pressure
Under PWM control, the PCM sends a variable duty cycle to the second solenoid to control the regulated apply valve (Figure 1). The percentage at which the PCM increases or decreases the duty cycle controls the rate at which the TCC applies and releases. Ramping this pressure in stages gives us the smooth operation and improved fuel economy we’re looking for.
TCC PWM Signal Pressure
Isolator Valve
TCC Regulator Valve Ex.
Ex.
OE Valve - Regulated TCC Apply
Torque Converter Failure & TCC Apply Pressure
Figure 2 shows PWM progression during typical
TCC application. Note the linear duty cycle change from 0% (unlocked) to 90% (full lockup), plenty of time to gently apply the clutch without harsh feel or driveline disturbance.
When the PCM determines EC3 clutch application is necessary, the duty cycle for the regulator solenoid is raised in rapid steps to around 50%, providing enough pressure for converter apply to begin. It is right around this 50% mark that our desired slip (20-40 RPM) is achieved under most driving conditions, and the PCM will constantly monitor and adjust the pulse width in an attempt to keep it in this window while the TCC is applied. Under some high-torque or freeway speed situations, the PCM will increase duty cycle to 98% to fully lock the TCC. This eliminates slip and prevents excess heat during high-load conditions.
As a further effort to improve fuel economy and prolong the life of transmission and engine components, PWM control evolved into EC3. The valves and solenoids remain (virtually) the same as with PWM operation, but the control strategy and TCC lining have again undergone changes.
This adaptive control strategy can provide nuggets of diagnostic gold: as the regulator bore wears, the duty cycle required to keep slip in the appropriate range increases. You often can spot TCC problems before they trigger codes by monitoring duty cycle with a scan tool. For example, if you have a vehicle with a few clicks on the odometer and an average TCC duty cycle of 79%, you can be pretty sure the PCM is compensating for circuit wear, most likely in the regulator bore.
Within the EC3 game plan it is generally undesirable to fully lock the TCC. Instead, a consistent slip of about 20 to 40 RPM is aimed for under most operating conditions. It is because if this controlled slip that a different clutch material must be used. Friction material designed for use in on/off systems will burn up when subjected to modulated slip conditions, and the lining material designed for PWM control typically wears out prematurely if used in EC3 systems. A friction lining with higher thermal capacity must be used such as the HTS (High Thermal Slipping) linings offered by Sonnax.
A common problem with PWM and EC3 units is caused by continuous oscillation of the regulator valve, which creates bore wear over time that allows critical apply pressure to exhaust. This often results in the setting of code P1870 and/or P0894 due to excess TCC slip. Transmission builders quickly realized they could eliminate these codes (but not the bore wear that caused them) by blocking the regulator valve with an inner pump slide spring from a 700-R4, effectively returning it to an on/off system (Figure 3).
2500
100 90
2000
80
RPM
70 1500
60
1000
0 2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
TCC Duty Cycle Percentage Relative Torque
40
Engine RPM
20
Input RPM
10
TCC Duty Cycle %
0 1
Figure 2
50 30 500
Vehicle Speed
Scanner Frames
4L60E PWM Application Sample 2
Sonnax Torque Converter Journal • Nov. 2014
Visit our online catalog at www.sonnax.com. • Contact your distributor to order.
©2014 Sonnax Industries, Inc.
0-E PWM Modifications Figure 3 Line Pressure
TCC Apply Pressure FULL LINE
4L60 Inner Pump Slide Spring (Coilbound)
TCC PWM Signal Pressure
TCC Regulator Valve Ex.
Ex.
OE Valve - TCC Reg. Valve Blocked for Full Line
This modification allows full line pressure into the apply circuit, up to 140 psi under load. In contrast, OE apply pressures range from about 60 to 80 psi. While the extra pressure masks bore wear and provides a Band-Aid for TCC slip, it can lead to: • • • • • • •
Cracked or deformed TCC pistons Broken damper rivets Torsional driveline disturbance Damaged crankshaft bearings Harsh apply feel Friction lining delaminating from TCC pistons (PWM and EC3) Converter failure
These problems are made worse if line pressure modifications are performed which allow even higher pressures into the apply circuit. On top of this, a sizeable line pressure leak is introduced, because the worn regulator bore is now open to line pressure, allowing it to bleed off to exhaust. This blocking modification has been embraced by some builders of high performance or heavy towing units, even without a trouble code to conquer. There is at least one aftermarket kit that mimics blocking the valve, with To Converter Clutch Valve in Pump
Figure 4 Line Pressure
TCC Apply Pressure LIMITED
No Isolator Valve
TCC PWM Signal Pressure Passage Blocked
TCC Regulator Valve Ex.
Ex.
Sonnax Limiter Spring - TCC Apply Pressure Limited to 100 PSI ©2014 Sonnax Industries, Inc.
the same detrimental high pressures being allowed to the apply circuit. With this information in mind, it becomes apparent how a torque converter that was built perfectly to specification can fail due to being installed in an improperly modified transmission.
To avoid the negative repercussions of full line pressure in this circuit while still allowing slightly elevated apply pressures for better performance, Sonnax developed the TCC pressure limiter spring system, which converts the TCC regulator valve into a simple pressure limit valve. With the isolator valve removed and the PWM feed orifice in the separator plate blocked, installing the limiter behind the regulator valve regulates line pressure into the apply circuit down to a maximum of 100 psi (Figure 4). This is enough for extra holding power while avoiding the consequences of full line pressure to the TCC piston. It’s the only available modification that both eliminates PWM/EC3 operation and limits converter pressure to acceptable levels. Since the apply pressures are capped in this manner, the pressure limiter can be used with friction linings designed for on/off, PWM or EC3 with great success. The pressure limiter is a performance-enhancing spring found in Sonnax’s popular HP-4L60E-01 Performance Pack that changes how the lockup system works. The spring is NOT a repair for a worn regulator bore, as it is designed to work in a properly functioning apply circuit. If the TCC regulator valve bore is worn, the only way to restore the valve bore and prevent pressure loss is to install Sonnax TCC regulator and isolator valve kit 77754-04K (OE apply rate) or 77754-03K (increased apply rate). The TCC pressure limiter spring works equally well in an un-worn original bore or with the Sonnax sleeve kits. Used with 77754-03K, the limiter will deliver higher levels of performance by allowing pressure of about 110 psi into the apply circuit. This is the maximum clamping power available without causing the negative results associated with full line pressure to the TCC. Like it or not, modifications will always be a part of this business. Some of them can burn you, even when you weren’t the one that performed them. Working with transmission builders to ensure they are buying a 4L60-E converter with lining best suited to their particular build or modifications is one of the keys to long converter life and avoiding modification-related comebacks.◄
Contact us (800) 843-2600 • fax (802) 463-4059 • www.sonnax.com
Sonnax Torque Converter Journal • Nov. 2014
3
Sonnax TCC Pressure Limiter
To Converter Clutch Valve in Pump
GM
New Parts from Sonnax Unit 5L40-E (258mm & 245mm) LU, Euro Chevrolet AHS-T (2ML70) 6L80, 6L90 (300mm) 6L90, Captive Clutch 258mm LU (4T65-E) Allison® 1000/2000/2400, 2006-Later Allison® 1000/2000/2400, 2010-Later 6R60, 6R75W, 6R80 (260mm) Late, 6R80 (280mm) Early & Late
Ford
6F35
Part No.
Part Name
Description
GM-90-70G
Impeller Hub, Butt Mount
1.750" Journal Diameter, 2.065" Assembled Height
GM-WP-15 GM-RV-11 GM-RV-12 GM-I-14HS
Plastic Thrust Washer Rivet, Damper Rivet, Piston-To-Spring Strap Splined Front Cover Pump Drive Insert
3.150" O.D., 1.748" I.D., .060" Thick 100/Bag, Solid, Flat Head, .235" Shank Dia., .300" Head Dia., .414" Length 100/Bag, Solid, Flat Head, .196" Shank Dia., .310" Head Dia., .296" Length .781" O.D., .771" Length, 14-Tooth Int. Spline, Hardened
AL-HT-4HS
Turbine Hub
25-Tooth Int. Spline, Hardened, 45-Tooth Ext. Spline
AL-WA-6
Aluminum Stator Cap, Turbine-Side
4.169" O.D., .390" Thickness
FD-90-62G
Impeller Hub, Butt Mount
1.770" Journal Dia., Drive Slots, 2.270" Assembled Height
FD-90-66G
Flanged Impeller Hub
1.562" Journal Dia., Drive Flats, 3.446" Dia. Flange, 2.230" Height, 2.062" Assembled Height
FD-O-28V
Radial Lip Seal
.788" Housing Bore, .533" Shaft Diameter
6R140, 8-Stud 6R140, 4 & 6-Stud 6R140, 4-Stud, 6.2L 6R80 (260mm) Late, 6R80 (280mm) Early & Late
FD-N-12 FD-N-13 FD-O-31V
Ball Bearing, Turbine Hub Ball Bearing, Turbine Hub D-Shape Seal Ring
2.165" O.D., 1.378" I.D., .394" Thick 2.440" O.D., 1.380" I.D., .550" Thick 7.816" Inner Dia., .085" Width, .140" Height
FD-O-32V
Radial Lip Seal
1.181" Housing Bore, .871" Shaft Diameter
6R140
FD-SP-1
Sprag, 26-Element
3.031" Outer Race, 2.375" Inner Race, .792" Width
5R110W Early, 4R100, E4OD 4R55E, 5R55E Late, A4LD, A4LD Multi-Plate 6R80 (280mm) Early
FD-WA-24
Impeller-Side Bearing Adapter
3.593" O.D., 2.008" I.D., .445" Thick, Use with JA-N-13
FD-WA-25
Impeller-Side Bearing Adapter
3.356" O.D., 1.690" I.D., .478" Tall, Use with CH-N-1
FD-WF-3
3.210" O.D., 2.340" I.D., .062" Thick
6R140
FD-CP-140
6R80 (280mm) Early & Late
FD-N-14 FD-RK-11
CH-CP-4
Fiber Thrust Washer Clutch Plate, OE-Style Segmented Frictions Bonded Enclosed Thrust Bearing, Impeller-side Multi-Plate Racekit Multi-Plate Racekit, Pre-Assembled Piston/Damper Multi-Plate Racekit Multi-Plate Racekit, Pre-Assembled Piston/Damper Clutch Plate w/Frictions Bonded
CH-CP-5
Clutch Plate w/Frictions Bonded
Internal Spline, Full-circle (Solid) Friction, Used in CH-RK-1 & 2, CHBW-RK-1 & 2
CH-CP-6
Clutch Plate w/Frictions Bonded
CH-HT-27HS CH-WS-26 CH-WS-27 AW-CP-5P VW-O-5V TO-SP-1 BW-SP-5
Turbine Hub Steel Stator Cap, Turbine-Side Steel Stator Cap, Impeller-Side Pressure Plate Outer Piston Seal Sprag Sprag Partially Enclosed Bearing, Impeller & Turbine-Sides Bearing Race, Impeller & Turbine-sides Open Bearing, Front Cover Bearing Race, Front Cover Large Outer Seal Small Inner Seal Flanged Impeller Hub Front Cover Bushing, Finished Spring Retainer Rivet Damper Spring Spring End Cap Flanged Impeller Hub
5R110W, 6-Stud, 6.0L
FD-RK-12 FD-RK-15
5R110W, 8-Stud, 6.4L
Chrysler
68RFE Multi-plate Clutch Kit 68RFE
Aisin AW
62TE TR-60SN (VW 09D), Captive Clutch 450-43LE TF-60SN (VW09G)
FD-RK-16
Aisin Seiki
CH-N-4 A465, AS68RC
Honda/Acura
AS68RC
B7TA, B7VA, B7YA
Hyundai/Kia A6MF1 4
CH-N-5 CH-N-6 CH-N-7 CH-O-15V CH-O-16V TO-90-22G HO-B-1 HO-RS-1 HO-RV-1 HO-SD-1 HO-WS-1 HK-90-6G
Sonnax Torque Converter Journal • Nov. 2014
30-Tooth Internal Flat Tabs, 11.500" O.D., 9.770" I.D., .118" Thickness 3.670" O.D., 2.620" I.D., .162" Thickness Piston/Damper Tunable to 1,250 ft-lb Torque Capacity Piston/Damper Tuned to 1,250 ft-lb Torque Capacity Piston/Damper Tunable to 12,50 ft-lb Torque Capacity Piston/Damper Tuned to 1,250 ft-lb Torque Capacity External Spline, Full-circle (Solid) Friction, Used in CH-RK-1 & 2, CHBW-RK-1 & 2 25 Bent, external tabs, 12.598" O.D., 10.157" I.D., .160" thick, HTE friction material 22-tooth internal spline, Hardened 3.640" O.D., 1.660" I.D., .220" Thickness, 9 Outer Notches 3.665" O.D., 1.660" I.D., .220" Thickness, 9 Outer Notches 10.541" O.D., 8.764" I.D., .197" Thick, 20 External Teeth 7.948" I.D., .123" Cross Section 24-Element 22-Element 3.000" O.D., 1.779" I.D., .188" Thick 2.953" O.D., 1.898" I.D., .098" Thick, Two O.D. Tangs 1.717" O.D., .988" I.D., .157" Thick 1.843" O.D., 1.094" I.D., .098" Thick 6.959" I.D., .083" Width, .149" Height 3.905" I.D., .083" Width, .152" Height 1.843" Journal Dia., 2.570" Height, 2.210" Assembled Height .768" Housing Bore, .628" Shaft Diameter, .503" Width Damper Assembly 100/Bag , Solid, Round Head, .220" Head Dia., .113" Shank Dia., .380" Length .588" O.D., .122" Wire Diameter, 1.536" Length Damper Assembly 1.693" Journal Dia., 4.130" Flange Outer Dia., 1.350" Assembled Height
Visit our online catalog at www.sonnax.com. • Contact your distributor to order.
©2014 Sonnax Industries, Inc.
ZF
VW/Audi
Toyota/Lexu
Renault
Mercedes
Jatco
Unit REOF10A
JR403E / RG4R01A
Part No. JA-O-12 VW-HT-4HS VW-RV-3 TO-SP-1
722.8
MB-O-9
722.9 (Late)
MB-O-10
Clutch Plate w/Frictions, .030" Thicker than OE
1.489" O.D., .104" Width, .083" Height
RE-CP-3K
Clutch Plate Kit
Clutch Plate w/Bonded Frictions, O-ring, Rivets & Fasteners
RE-O-3V
O-Ring
2.346" I.D., .079" Cross Section
U140E
TO-90-19G
Flanged Impeller Hub
U151E, U541E A140, A340H, A43DE/DL U250E U760E (TM-60LS)
TO-90-20G TO-O-9V TO-WA-17 TO-90-21G
Flanged Impeller Hub Radial Lip Seal Aluminum Stator Cap, Impeller-Side Flanged Impeller Hub
A960E/F (TB-65SN), A760E
TO-90-23G
Flanged Impeller Hub
VW 09A (JR506E)
VW-HT-4HS Turbine Hub VW-RV-3 Rivet
1.499" Journal Dia., 3.640" Flange Dia., 1.930" Height, 1.646" Assembled Height 1.500" Journal Dia., 1.930" Height, 1.733" Assembled Height .929" Housing Bore, .610" Shaft Dia. 3.098" O.D., 1.280" I.D., .408" Thickness, 4 Outer Notches 1.695" Journal Dia., 3.480" Flange Dia., 1.700" Height, 1.492" Assembled Height 1.499" Journal Dia., 3.230" Flange Dia., 1.900" Height, 1.710" Assembled Height 20-Tooth Spline, Hardened 100/Bag, Solid, Flat Head, .202" Shank Dia., .385" Head Dia., .627" Length
VW-O-5V
Outer Piston Seal
7.948" I.D., .123" Cross Section
BW-SP-5
Sprag Clutch Plate w/Frictions, .030" Thicker than OE Steel Plate Steel Plate Thrust Washer Pressure Plate Inner Stator Race Inner Stator Race Piston Rivet Friction Ring Friction Ring Friction Ring Friction Ring Friction Ring Friction Ring Friction Ring Friction Ring Friction Ring Friction Ring Friction Ring Friction Ring Friction Ring Friction Ring Friction Ring Friction Ring, Cut-Outs Friction Ring, Cut-Outs
22-Element
JR506E (VW09A)
DP2 & AT8
VW 09D (TR-60SN), Captive Clutch VW 09G, TF-60SN ZF5HP24
FS-CP-3TKR
ZF8HP55
ZF-CP-9S ZF-CP-10S ZF-WP-1 ZF-CP-11P ZF-HR-1 ZF-HR-2 ZF-RV-1 B45084HTE B66500HTE B66750HTE B45940HTE B45940HTS B66940HTE B66940HTS B45945HTE B45945HTS B45760HTE B45760HTS B45930HTE B66930HTE B45590HTE B45590HTS B45935HTE B45935HTS
ZF8HP45, ZF8HP55 ZF6HP19, 245mm ZF6HP26, 260mm & 275mm ZF6HP19/21, 245mm (Luk) GM 4L80-E (Late Single Stator) Chrysler 45RFE, 545RFE GM 6L80, 6L90 (300mm) Toyota U660E
Ford 5R110W, 8-Stud
Friction Rings
ZF6HP19/21, 245mm (Luk) GM 6T70/75, Ford 6F50/55 Mercedes 722.8 Ford 6R80, 280mm (Early) Ford AXOD, AXODE, CD4E, 9-1/4" & 10-1/4" Hyundai/Kia A6F24, A6MF1, A6MF2
Various
©2014 Sonnax Industries, Inc.
Part Name Scarf Cut Seal Ring Turbine Hub Rivet Sprag Clutch Plate w/Frictions, .030" Thicker than OE
Description 1.693" O.D., .091" Width, .083" Height 20-Tooth Spline, Hardened 100/Bag, Solid, Flat Head, .202" Shank Dia., .385" Head Dia., .627" Length 24-Element 2.742" O.D., .099" Width, .083" Height
10.217" O.D., 8.379" I.D., .152" Thick, 24 Flat External Tabs 30-Tooth Ext. Spline, 8.151" O.D., 6.499" I.D., .071" Thickness 30-Tooth Ext. Spline, 8.151" O.D., 6.499" I.D., .109" Thickness 1.516" O.D., .984" I.D., .079" Thickness, Vespel 30-Tooth Ext. Spline, 8.151" O.D., 6.499" I.D., .169" Thickness 43-Tooth Spline, 1.320" O.D., .730" Length 38-Tooth Spline, 1.958" O.D., .845" Length Solid, Flat Head, .200" Shank Dia., .280" Head Dia., .272" Length 11.625" X 10.375" X .045", HTE 10.500" X 9.188" X .066", HTE 11.120" X 9.840" X .066", HTE 10.188" X 8.730" X .045", HTE 10.188" X 8.730" X .045", HTS 10.188" X 8.730" X .066", HTE 10.188" X 8.730" X .066", HTS 10.200" X 8.950" X .045", HTE 10.200" X 8.950" X .045", HTS 8.642" X 7.323" X .045", HTE 8.642" X 7.323" X .045", HTS 10.200" X 9.200" X .045", HTE 10.200" X 9.200" X .066", HTE 9.400" X 8.220" X .045", HTE 9.400" X 8.220" X .045", HTS 9.500" X 8.250" X .045", HTE 9.500" X 8.250" X .045", HTS
B45580HTE Friction Ring
9.750" X 8.125" X .045" HTE
B45100HTS B66100HTS B45064HTE B66064HTE B45044HTE B66044HTE B66540HTE
9.375" X 8.125" X .045", HTS 9.375" X 8.125" X .066", HTS 9.398" X 8.938" X .045", HTE 9.398" X 8.938" X .066", HTE 9.563" X 8.500" X .045", HTE 9.563" X 8.500" X .066", HTE 9.125" X 8.125" X .066", HTE
Friction Ring Friction Ring Friction Ring Friction Ring Friction Ring Friction Ring Friction Ring
Contact us (800) 843-2600 • fax (802) 463-4059 • www.sonnax.com
Sonnax Torque Converter Journal • Nov. 2014
5
Ford 6F35 Sonnax offers replacements or upgrades for all items in blue. See chart below for details.
22 21 20 19 18
17 16 15
4
14 10
13 12
9
11
8 7 6 5 4 3 2 1
Part Name
Part Number
Description
1
Hub Cover
MI-HC-G
Material: Plastic | Color: Green | For Hub Dia.: 1-1/2"
2
Impeller Hub
FD-90-66G
Journal Dia.: 1.562" | Assembled Height: 2.062" | Height: 2.230" Flange Outer Dia.: 3.446" | Material: Steel Forging | Pump Drive Style: Flats
4
Thrust Bearing
GM-N-11
2 Required | I.D.: 2.500" | Thickness: 0.150" | O.D.: 3.391" | Bearing Style: Enclosed Material: Hardened Steel
7
Accordion Spring
GM-S-3
10 required | Width: 0.380" | Relaxed Height: 0.225" | Fold Count: 3.0
8
Roll
GM-RO-385
10 required | Length: 0.385" | Dia.: 0.313"
13 Seal
FD-O-16
Width: 0.130" | Height: 0.096" | O.D.: 1.675" | Material: PTFE | Scarf Cut
13 Seal
FD-O-20
Width: 0.130" | Height: 0.095" | O.D.: 1.683" | Material: PTFE | Color: Red Seal Style: Solid
14 Radial Lip Seal
FD-O-28V
Housing Bore: 0.788" | Shaft Dia.: 0.533" | Material: Fluorocarbon seal I.D., Metal Case O.D.
20 Friction Ring
B45290HTE
O.D.: 9.625" | I.D.: 8.375" | Thickness: 0.045" | Material: HTE
20 Friction Ring
B45290HTS
O.D.: 9.625" | I.D.: 8.375" | Thickness: 0.045" | Material: HTS
20 Friction Ring
B66290HTE
O.D.: 9.625" | I.D.: 8.375" | Thickness: 0.066" | Material: HTE
20 Friction Ring
B66290HTL
O.D.: 9.625" | I.D.: 8.375" | Thickness: 0.066" | Material: HTL
6
Sonnax Torque Converter Journal • Nov. 2014
Visit our online catalog at www.sonnax.com. • Contact your distributor to order.
©2014 Sonnax Industries, Inc.
Aisin Seiki A465, AS68RC View more than 160 exploded views and up-to-date parts lists at www.sonnax.com.
35 34 33
32
31
Prefer paper? You can print out new or updated exploded views and part lists like the one below by clicking on the orange "Print Parts List" button on any torque converter unit page.
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23
26 22
2120 19 18 17
27 26 16
25 15
24
14 13 4
12
5
11
9 8
10
7 6
5
4 3 2 1
Part Name
Part Number
Description
1
Hub Cover
MI-HC-B
Length: 1.500" | Material: Plastic | Color: Black | For Hub Dia.: 1-3/4"
2
Impeller Hub
TO-90-17G
Fits A465 only | Assembled Height: 2.195" | Height: 2.475" | Journal Dia.: 1.844" Flange O.D.: 4.080" | Material: Steel | Hub Mount: Flanged
4
Thrust Bearing
CH-N-4
Impeller & Turbine side | O.D.: 3.000" | I.D.: 1.779" | Thickness: 0.188" | Bearing Style: Partially Enclosed
5
Bearing Race
CH-N-5
Impeller & Turbine side | O.D.: 2.953" | I.D.: 1.898" | Thickness: 0.098" | Tang Count: 2 O.D. Material: Hardened Steel
8
Sprag
AL-SP-1
Sprag Element Count: 29 | Material: Hardened Steel
26 Friction Plates
AS-CP-1FK
O.D.: 7.431" | Thickness: 0.098" | Tooth Count: 36 Internal
27 Steel Plates
AS-CP-2SK
O.D.: 7.500" | I.D.: 6.240" | Tooth Count: 16 External
28 Seal
CH-O-15V
Width: 0.083" | Height: 0.149" | O.D.: 7.258" | Material: Fluorocarbon | Seal Style: D-Shaped
30 Seal
CH-O-16V
Width: 0.083" | Height: 0.152" | O.D.: 4.208" | Material: Fluorocarbon | Seal Style: D-Shaped
31 Bearing Race
CH-N-7
Front Cover | O.D.: 1.843" | I.D.: 1.094" | Thickness: 0.098" | Material: Hardened Steel
32 Thrust Bearing
CH-N-6
Front Cover | O.D.: 1.717" | I.D.: 0.988" | Thickness: 0.157" | Bearing Style: Open
33 Bearing Race
CH-N-11
Front Cover | O.D.: 1.861" | I.D.: 0.993" | Thickness: 0.130" | Material: Hardened Steel
©2014 Sonnax Industries, Inc.
Contact us (800) 843-2600 • fax (802) 463-4059 • www.sonnax.com
Sonnax Torque Converter Journal • Nov. 2014
7
