TECH UPDATES

January - March 2012 Volume 4, Issue 12

Coming in our next Volume will be the following:

1. What not to do when removing a front pump from your transmission.

2. Why should I update my valve body.

3. Troubleshooting the Ford 5R110 Transmission and Torque Converter.

The following are the current Volume 4

1. 47RE Torque Converter Hub vs. 48RE Torque Converter Hub on 47RE Transmission:

The hydraulic circuits for the 47RE and 48RE converters are different. The stator support on the 47RE transmission has a raised area, and the adjacent Inside Diameter (I.D.) of the impeller hub steps to a larger diameter to create an orifice. This orifice is important to regulate the oil that exits the converter to maintain proper charge pressure on 47RE torque converters. The 48RE stator support, on the other hand, has a groove where the Teflon seal rides.

In other words, the 1995-2002 47RE Transmission Torque Converter should not be interchanged with the 2003-Up 48RE Transmission Torque Converter, or vice-versa.

You can take your finger and feel the step about half way down inside the hub of the 47RE Torque Converter. During the recent years it has become a common practice to interchange the two types of torque converter hubs. The end result usually results in a comeback (CB).



July - September, 2010 Volume 2, Issue 08

Inside this Issue

1 GM 4T80E Conversion Plate by SONNAX Now Available in our Torque Converters 2 GM 4L80E Old Style Torque Converter Vs. New Style 3 AXODE Interchangeable Feedback 4 About Us vs. Our Competitors 5 Questions and Answers

ARI Industries, Inc. 1800 Hwy 165 Pittsview, AL 36871 Toll Free 866-753-0808

Our Commitment to the Customers We strive to manufacture torque converters without defects. Accomplishing this for you the Distributors, Shop Owners, Installers and everyone else who use our products is our highest priority.

Although as the saying goes “anything can happen in our industry” which is why we have a 1-Year No Questions Asked Replacement Warranty for our customers.

1. 4T80E Conversion Plate by SONNAX is now Available in our Remanufactured Torque Converters

The most frustrating job is the one that you know you did everything right and you still get codes. Such as with the 4T80E Transmission with the remanufactured viscous clutch. We have no carved in stone method to test a viscous clutch to ensure it will still perform as new. We do conduct certain resistance test to determine if the viscous clutch assembly can be reused.

However the risk of the shop getting a torque converter code still exist.

Thanks to SONNAX Industries conversion plate design there is a new remedy without having to spend a lot of money that your customer typically doesn’t want to pay.

We now provide a 4T80E retrofit mechanical clutch in our remanufactured converters. There is some shop machine time involved with the conversion but the end result is the viscous assembly is alleviated thus eliminating the high risk code problems without spending a fortune on a new torque converter.

The 4T80E RETRO is available now at a cost far less than expected.

We are continuing to remanufacture the 4T80E viscous clutch assembly for customers to have the option of either torque converter.



2. GM 4L80E Old Style Torque Converter Vs. New Style. The 4L80E Torque Converter earlier type in the picture below is commonly referred to as “The Old Style”. Although some of us really don’t like to refer to something from 1991 as old.

4L80E Old Style - which is easily identified by a shorter hub than the New Style and a shallower impeller compared to the New Style The 4L80E Torque Converter later type most commonly referred to as “The New Style”

New Style GM 4L80E High Stall which can be identified by the longer hub compared to the short hub of the Old Style and a deeper impeller compared to the Old Style

Interchanging the old and new style is okay in some vehicles. There are transmissions in the later models that the “Old Style” should not be used.

The “Old Style” converter will go on the transmission without any problems. The vehicle will most likely pass testing and the test drive. Unfortunetly the vehicle will probably be a COMEBACK (CB) because the front pump seal will be excessively worn. The seal is too close to the weld on the “Old Style” hub and the weld rubs the seal.Can you interchange a “New Style” with an “Old Style” transmission? Absolutely, the “New Style” should interchange with all 4L80E transmissions.

And now, a little information about one of the FORD Torque Converters.

Now that the AX4N has been around for more than ten-years most shops have some common knowledge of the three different types of torque converters for the AX4N.

One of the most common ways of identifying which type of the AX4N torque converter was in the vehicle and needing replaced with a new remanufactured torque converter is simple.

Drain enough of the existing fluid from the torque converter into an environmental safe container so that you can see the turbine hub inside the torque converter when sitting the torque converter upright. Then shine your flashlight down inside the torque converter. You should see one of the three following types of identifying features on the torque converter turbine hub:

4 – Tab Double Modulating Clutch

3 – Tab Single Plate Modulating Clutch

2 – Tab Grooved Modulating Friction and Damper

Since the introduction of the family of three different types of Torque Converters more than ten years ago much has been learned.

The following similar interchange situations have occurred with our remanufactured converters in at least one of the following areas - Florida, Georgia, Alabama and North Carolina:

1. The shop sold the job for a Windstar Van. They had already discovered the transmission had been removed prior to this job. Technical information indicates that the Torque Converter required is a 4-Tab. However a 3-Tab Torque Converter was previously installed. The problem with the transmission was not related to the Torque Converter. Once the transmission was completed and re-installed a newly remanufactured 4-Tab Torque Converter was installed with the transmission with no problems.

2. The shop called our qualified distributor and ordered the 2-tab Torque Converter. When the distributor collected the core he noticed that the Torque Converter was a 4-Tab. The distributor informed the shop that the core is a double modulating clutch. The shop replied saying “we always just put the 2-Tab back in em”.

3. One of our distributors was out of stock of the 4-Tab. He had several of the 3-Tab Torque Converters in stock. When a few of his regular customers ordered the 4-Tab Torque Converter he delivered to them the 3-Tab. He continues to interchange these Torque Converters to this day with no recorded performance issues. The three situations we have given are not intended to revise any engineer data related to the mechanical functions of the parts. The situations given are for information purposes only that we wanted to share with our very important customers.