Torque Converter Rebuilders Association Identifying the ...ameter. The latest Dacco catalog does a...
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Torque Converter Rebuilders Association September 2007 Issue 12, Volume 5 [email protected] www.tcraonline.com PLATINUM SPONSORS: Monthly publication of TCRA newsletter provided by Melissa Hall of Melyns Print & Pro. T ransmission C ertified Mercedes has used the 722.6 transmission in a number of different vehicles and in combina- tions with different engines. To accommodate these different vehicle and engine combina- tions, different converters were needed. Many of the converters were similar in appearance and differed only in their bolt circle or diam- eter. This could be especially problematic if a con- verter wasted out and a replacement core had to be found. It was not uncommon to try to line up the converter bolt holes to the flywheel and find that the bolt circle was a quarter inch off. Even worse was when the pilot, bolt circle and overall height matched up but you had a performance issue because the replacement converter was almost an inch different in di- ameter. The latest Dacco catalog does a good job of identifying these converters. In 2004 Daimler Chrysler Corp. started using the 722.6 transmission in the Chrysler 300. By 2007, 11 part numbers covered the range of Chrysler 722.6 converters. Torque converter rebuilders may find they never knew how easy they had it when they had only the Mercedes versions to identify. The chart in Figure 1 shows which part num- bers were used with which engines and the years they were produced. The major outward differences between the Chrysler-made and Mercedes-made convert- ers are the pilots and bolt circles. The pilots on all the Chrysler converters are about .040 inch smaller than the Mercedes converters. The Mercedes converters are available with 9-, 9 1/4 - and 10 3/4 -inch bolt circles; all of the Chrysler converers (with the exception of the 3.0-liter diesel, which is available in the 2007 Grand Cherokee) use a 103/8-inch bolt circle. The 3.0-liter diesel converter is also unique be- cause the bolts enter the converter mounting pads from the transmission side. Chrysler has made it easier to identify its con- veters. The part number is on the white bar- code tag as shown in Figure 2. If the barcode tag is missing for whatever reason, the part number is also dot-peened into the impeller. The 10 digits shown in Figure 3 contain the part number and the build date. The first three numbers and two letters are the last five digits of the converter part number. The first four dot-peened digits after the part number show the build date. Referring to the chart in Figure 1, you can see that in 2007 the clutch in converter No. 5137631AA changed from a two-stage clutch apply to a single- stage clutch apply and be- came part No. 4752580AB. You can tell because there is only one number in the Newton-meter rating of the damper (28.5 Nm/Deg). The previous years had two num- bers (20 and 70Nm/Deg). Some of the Mercedes-built converters also have Chrysler part numbers. These converters will have Mercedes-size pilots because they usually are found behind Mercedes power plants. The Sprinter vans and Chrysler Crossfire are good examples of these. The Sprinter converters were first used in 2002 behind the 2.7-liter diesel engines. They evolved with the 2.8- and 2.9-liter engines through 2006. The Chrysler part No. is 5104567AA and crosses over to Mercedes part No. 9032500002. The Cross- fire uses two different converters: the 3.2-liter non-turbo is part No. 5098047AA and cross- es over to Mercedes part No. A2102500702. This is also Dacco part No. MC18. The tur- bocharged 3.2-liter Crossfire uses part No. 5137842AA, which crosses over to Mercedes part No. A211250032. One nice feature of having Mercedes-built converters used in Chrysler applications is the Chrysler identification numbers on the out- side of the converters. Hope this information makes identifying converters a little easier. Ed Lee ©2007 Sonnax Industries Taking A Closer Look... Honda Odyssey Overall Height 4.750” to 4.767” Internal Clearance .00” to .005” Application: Honda Odyssey w/ 3.5L engine Degree of rebuild difficulty: Common malfunction: Seisure of inner race Largest area of concern: 5 Lubrication modification to stator Dacco Part Number Pilot Size HO-21 .945” Clutch Clearance .012” to .018” Identifying the 722.6 converters
Transcript of Torque Converter Rebuilders Association Identifying the ...ameter. The latest Dacco catalog does a...
Torque Converter Rebuilders Association
September 2007Issue 12, Volume 5
PLATINUM SPONSORS: Monthly publication of TCRA newsletter provided by Melissa Hall of Melyns Print & Pro.
TransmissionCertified
Mercedes has used the 722.6 transmission in a number of different vehicles and in combina-tions with different engines. To accommodate these different vehicle and engine combina-tions, different converters were needed. Many of the converters were similar in appearance and differed only in their bolt circle or diam-eter. This could be especially problematic if a con-verter wasted out and a replacement core had to be found. It was not uncommon to try to line up the converter bolt holes to the flywheel and find that the bolt circle was a quarter inch off. Even worse was when the pilot, bolt circle and overall height matched up but you had a performance issue because the replacement converter was almost an inch different in di-ameter. The latest Dacco catalog does a good job of identifying these converters. In 2004 Daimler Chrysler Corp. started using the 722.6 transmission in the Chrysler 300. By 2007, 11 part numbers covered the range of Chrysler 722.6 converters.
Torque converter rebuilders may find they never knew how easy they had it when they had only the Mercedes versions to identify. The chart in Figure 1 shows which part num-bers were used with which engines and the years they were produced. The major outward differences between the Chrysler-made and Mercedes-made convert-ers are the pilots and bolt circles. The pilots on all the Chrysler converters are about .040 inch smaller than the Mercedes converters. The Mercedes converters are available with 9-, 91/4- and 103/4-inch bolt circles; all of the Chrysler converers (with the exception of the 3.0-liter diesel, which is available in the 2007 Grand Cherokee) use a 103/8-inch bolt circle. The 3.0-liter diesel converter is also unique be-cause the bolts enter the converter mounting pads from the transmission side. Chrysler has made it easier to identify its con-veters. The part number is on the white bar-code tag as shown in Figure 2. If the barcode tag is missing for whatever reason, the part
number is also dot-peened into the impeller. The 10 digits shown in Figure 3 contain the part number and the build date. The first three numbers and two letters are the last five digits of the converter part number. The first four dot-peened digits after the part number show the build date. Referring to the chart in Figure 1, you can see that in 2007 the clutch in converter No. 5137631AA changed from a two-stage clutch apply to a single-stage clutch apply and be-
came part No. 4752580AB . You can tell because there is only one number in the Newton-meter rating of the damper (28.5 Nm/Deg). The previous years had two num-bers (20 and 70Nm/Deg). Some of the Mercedes-built converters also have Chrysler part numbers. These converters will have Mercedes-size pilots because they usually are found behind Mercedes power plants. The Sprinter vans and Chrysler Crossfire are good examples of these. The Sprinter converters were first used in 2002 behind the 2.7-liter diesel engines. They evolved with the 2.8- and 2.9-liter engines through 2006. The Chrysler part No. is 5104567AA and crosses over to Mercedes part No. 9032500002. The Cross-fire uses two different converters: the 3.2-liter non-turbo is part No. 5098047AA and cross-es over to Mercedes part No. A2102500702. This is also Dacco part No. MC18. The tur-bocharged 3.2-liter Crossfire uses part No. 5137842AA, which crosses over to Mercedes part No. A211250032. One nice feature of having Mercedes-built converters used in Chrysler applications is the Chrysler identification numbers on the out-side of the converters. Hope this information makes identifying converters a little easier.
Ed Lee©2007 Sonnax Industries
Taking A Closer Look...Honda Odyssey
Overall Height4.750” to 4.767”
Internal Clearance
.00” to .005”
Application:Honda Odyssey w/ 3.5L engine
Degree of rebuild difficulty:
Common malfunction:Seisure of inner race
Largest area of concern:
5
Lubrication modification to stator
Dacco Part Number
Pilot Size
HO-21
.945”
Clutch Clearance
.012” to .018”
Identifying the 722.6 converters
2008 Seminar in the making
MARK YOUR CALENDAR!Next year’s annual TCRA Seminar is already on schedule to be another success. Certified Transmission, located in Omaha, Nebraska, has already agreed to host next year’s meeting and facility tour. May 16th and May 17th, 2008, will be packed with new informational seminars, in-fluential industry speakers and good
ol’ fun. Look here for updates.
Torque Converter Rebuilders AssociationPO Box 2546Reno, Nevada 89505
Questions or comments? Con-tact the TCRA newsletter by e-mail at [email protected], visit the web www.tcraonline.com or contact Dennis Sneath, board member and newsletter committee team lead.
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Contact InformationJoe Rivera .......................President
Ed Lee ..................... Vice [email protected]
Dick Lewis [email protected]
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Steve [email protected]
Mark [email protected]
Dennis [email protected]
phone/fax .... (802) 885-2292
TCRA thanks all gold and platinum sponsors!
Gold Sponsors:
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Tech Tip
One of the most popular Honda converters that rebuilders are encountering is the Dacco H-21, which is found in the ‘99 and newer Honda Odyssey with a 3.5L engine and some ‘99 and newer Acura. Although this converter seems to be simple to fix, it has its share of problems. First, special attention must be given to the sprag assembly. On numerous occasions, the inner sprag race has had a tendency to seize itself to the stator caps. During disassembly the inner sprag race must be polished with a #600 grit emery cloth to provide a mirror-like finish. Second, the stator caps must be refinished allowing an additional .001” clearance. Dur-ing operation, this converter operates at an extreme temperature which causes it to seize. The additional clearance helps provides more area for lubrication of the sprag. The stator cap and sprag race must turn freely with no resis-tance before assembly. Heat causes expansion of the two different metals and by reducing interference the metals stay cooler and cause
less fric-t i o n . Fai lure occurs not only because of ex-c e s s i ve heat but also because of inad-equate ATF. It is sug-gested to use of a higher quality synthetic ATF during instal-lation. If this is not possible, the use of an aftermarket ATF additive designed for Honda is suggested. Third, the impeller hub is often damaged or cracked on the pump drive area. Careful visual inspection is required. There should
also be delicate transporta-tion and handling of this core because replacement hubs are not available at this time. With careful inspection and as-sembly, these three problems are preventable and will ensure a quality rebuild if taken into consideration when measur-ing clearance and ATF flow. As a last suggestion always check the damper spring retainers on this unit. Most of the time they are cracked. Careful examina-tion is required and preventive reinforcement by tack welding is suggested.
Dennis SneathMidwest Converters
Honda Odyssey problem areas
