Torque Converter Rebuilders Association

April 2011Issue 7, Volume 9

tcranewsletter@comcast.netwww.tcraonline.com

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

Further instructions for your 2011 Board of Directors Ballot

Inside this month’s issue is your ballot for the upcoming 2011 Board of Directors

election. Each member has earned the opportunity to vote for three nominees. Clearly mark your choices by marking the box next to the person’s name with an “X.” Once all three boxes are clearly marked (ballots with more than three votes will not be counted), fold your ballot in thirds and seal with a mailing seal or piece of

tape. Your ballot is already addressed to Len Wack for tallying, and with your return address already included we will ensure one vote per company is followed. Members residing outside the of United States may take advantage of emailing your selections directly to Len. All ballots must be mailed or emailed no later than May 1st, 2011 so all votes are counted and tallied prior to the

annual seminar. Final information regarding the elections will be held during the member meeting at this year’s seminar and elected board members will be announced.

One month to go:2011 TCRA Annual Seminar

Are you ready to register for this year’s seminar? This year’s

seminar is set for May 13th and 14th, and is scheduled to be co-hosted by Borg Warner and Sonnax. Each year TCRA organizes a seminar that includes a facility tour of a fascinating organization, classroom-style presentation, question and answer period, and tables of sponsors and suppliers. This year’s speakers, including Rodger Bland, Jim Dial, Chris Horbach, Ed Lee, Bobby Mace, John Parmenter, Ming Qi, and Mike Souza, are all prepared to deliver a 45 minute presentation on various industry topics. Hotel reservations may be made with the Renaissance Chicago O’Hare Suites.

Seminar RatesMember $250, additional

employee $150.All Non-Members $295. You can register with Len Wack by calling (973) 293-8925

or by emailing Len atlenw@embarqmail.com

Hotel Information8500 W. Bryn Mawr Ave.

Chicago, IL 60631Arrangements can be made directly with

Marriott reservations at(800) 468-3571 or (773) 380-9600.

If you are arriving by air to O’Hare, the hotel does provide complimentary shuttle service. Service from Midway is not provided.If you are driving, a $10 daytime parking fee does apply.

There are two conditions that will cause a 722.6 converter to shudder on TCC apply which are not converter related. Being able to identify these conditions will speed up the root cause analysis and save you from many sleepless nights. The first condition is caused by ATF wicking through the wiring harness into the computer. Once ATF has reached the computer you will not be able to eliminate the shudder issued until the computer has been replaced. This condition is caused by a leak at the transmission case connector. (See Figure #1)

A case connector service part with improved sealing capabilities is available from Mercedes. (Part # A 203 540 02 53) If any ATF is visible on the chassis wiring harness side of the case connector, the computer must be replaced.

The second condition is caused by anti-freeze getting into the ATF. This condition is caused by a leak between the transmission oil cooler (located inside the radiator) and the vehicle’s coolant (antifreeze). On March 6, 2008 Mercedes published a service bulletin that helps to identify the problem units. The problem radiators were found in vehicles produced before September 2009 which had radiators manufactured by Valeo. Antifreeze in the ATF is not an issue for vehicles manufactured from October 2009 on. Because September was a

transition month it is important to be able to distinguish a problem radiator from a good radiator. This task is not difficult because there is a visual difference between the good and bad radiators.

722.6 apply shudder

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Figure One

Torque Converter Rebuilders AssociationPO Box 2546Reno, Nevada 89505

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Questions or comments? Contact the TCRA newsletter by e-mail at tcranewsletter@comcast.net visit the web www.tcraonline.com or contact Dennis Sneath, newsletter committee team lead, at dgsneath@aol.com.

TCRA Looking for Spotlights!

We would like to continue posting member spotlights in the newsletter. If you would like to share how your shop came to be and where you are

today, please contact the TCRAnewsletter at

tcranewsletter@comcast.netThis forum gives you the opportuni-ty to show pride in your facility and business, and photographs add a face

to the story. Submit yours today!

Gold Sponsors:

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

ejl@sonnax.comKen Kelly ........................Secretary

kenktsi@comcast.netRick Morris .....................Treasurer

rick@professionaltran.comMartin Brooks

martin@aceomatic.co.nzRob Hans

robjdhans@hotmail.comChris Mann

cmann@superflow.comMark Mustard

MustardMachine4u@msn.comDon Randolph

drandolph@daccoinc.comJan Stimmel

jmstimmel@yahoo.comLen Wack

lenw@embarqmail.com(973) 293-8925

TransmissionCertified

Las Vegas Hilton, 3000 Paradise Rd, Las Vegas, NVRegistration begins May 1st

2011 ATRA Powertrain Expo

Upcoming Events

The crimping method used to assemble the radiator end tanks is where you will see the difference. The problem radiators have two small tabs at the corners where the radiator end tanks are joined to the core. (See Fig #2) The good radiators use a full contact crimp method in the same area. By removing the vehicles front lower splash panel, the area of the radiator with the crimps is visible. This information will also prove valuable if you are unsure if the problem radiator has already been replaced or not.

Ed Lee©2011 Sonnax

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t

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Month in Review...

what’sHOTonline?

online question:We have a 2005 Nissan Pathfinder with RE5R05A. We built this transmission with a rebuilt torque converter from us, and now when we put it in drive it stalls the engine in drive and reverse. After stalling twice, it has not stalled again. This is a clutch pack like 722.6, and we’d like to have your opinion about this problem and if someone has seen this before. We already built 15 converters like this with no problem. Is it possible that the oil between the piston and cover, when it is cold, tries to push the piston up like 722.6 ? We only replaced the clutch and seal, but are wondering if there is a difference in the OEM and aftermarket clutch lining.

answer:Since the design of the clutch pack is so similar to the 722.6 converter it is possible that they share the same issue with the

trapped residual. It would be important to eliminate any other possible issues; i.e. clutch release clearance, seal leaks, or possible valve body problems before reaching that conclusion. A positive piston return system certainly would not hurt. The clutch release clearance would be the first variable to check. We’ve found a clearance of .025” to .035” seems to work best. System leaks that allowed additional oil to accumulate between the piston and cover were the second factor that added to the problem. The surface finish of the clutches was less of an issue. If you measure the OEM clutches and measure the aftermarket clutches you will find a minor difference in thickness. The aftermarket clutch will swell with fluid when sitting overnight. Apply the clutch two or three times and press the excess fluid out of the clutch and the problem goes away until the next day. The OEM clutches will not swell. The resin in the clutches has been cured and the paper is not like a sponge. If you measure the clutches before and after soaking in fluid and you’ll see the difference. Good clutches with the right paper stops this problem.

Figure Two