Cummins diesel gains popularity
Most rebuilders are rebuilding many Cummins converters daily. This converter is a high-profit item with a low failure rate after rebuild if proper guidelines are followed. If the impeller hub needs to be replaced, replace it only with a flanged hub. This is critical. This also assures proper stator support clearance and bearing alignment. Numerous rebuilders have created problems by replacing the impeller hub with a butt mount-type hub, which causes cracking at the base.
Always replace the front cover bushing and check measurement on the OD of the turbine hub for proper size. Maximum clearance between the hub and bushing should be limited to .002 of an inch. Many rebuilders replace the turbine hub and use a finish-in-place-type bushing to obtain proper clearance. Pay special attention to the spring retainer located inside the stator. It may become worn and can slightly rotate its position causing uneven or low spring pressure against the rollers. This is a very common problem.
During rebuild be sure outer sprag race has not hammered the retaining lugs causing a loose fit. Replacement of the springs and rollers at this time is highly recommended for a quality rebuild. The installation of a new billet front cover along with a high coefficient of friction clutch liner, such as the popular “Red” liner or an oversized Kevlar liner, will assure you a satisfied customer.
As previously mentioned, this converter allows a higher profit margin for the added quality parts and time well spent. Make sure to point out to your customers the added benefits of purchasing this better-than-new converter. The edition of a modified stator, available from Branting Industries or Dick Lewis at Midwest Converter Supply, is also well worth the investment.
Found in issue May 2005