Sonnax notes on Chrysler provided to TCRA

Sonnax notes on Chrysler provided to TCRA Chrysler ' 99

 

Fluids:

#9602

  • New for LH model and 2000
    • Lower viscosity & higher flow rates
    • Results in a firmer shift in most conditions
    • It's very susceptible to valve buzz and oil loss around valves due to low viscosity
    • Made from highly refined mineral base (type 3) to have a constant or more consistent viscosity
    • Has less capacity, lower coefficient, and lower viscosity curve in comparison to 7176
    • Using 9602 in earlier units (pre-96 & depending on friction and controller) can create shudder conditions

 

#7176

  • Has a higher friction modifier and higher viscosity than #9602
  • Made from type 2 base which has a higher wax content, and less refined
  • Older fluid types were made from type 1
  • Suggested to use for any slip or shudder concern

 

Converters:

New converter designs in 2000

A 10" with a 20% increase in friction contact material, the I.D. went from 118 mm to 70 mm, also new damper. Dampers are to reduce shudder and insure longevity of lining with high torque engine such as 3.8

A 9.5" with total redesign and new damper

New fluid will be used in these. Friction is supplied by Raybestos. They are not going to the "Exotic linings" such as Kevlar or Carbon. Their first lining was AFM 42 then went to #7049-6- and then a free floating #7049-10. All current and near future converter linings will be bonded. (Did not get details as to piston or cover surfaces)

 

 

Chrysler TCRA 2001, 2002

254 mm-10", (666)- Liberty 4.0 L. Jeep now with 42RLE

Smaller piston-turbine center hole (Will not like high apply psi)

Rectangular 90 degree lugs

.045" friction material, shouldn't remove over .020 piston metal or will stress piston on TCC apply.

 

273mm 45RFE/55RFE

Lowered stall speed

Straight impeller (was previously curved impeller)

Has a Phenolic stator- (1 design w/holes) May crack

Chipped phenolic material causes TCC sealing concerns

V-10 has an aluminum stator

Turbine not piloted in converter cover

Turbine not centered by stator

 

K factor info/ examples:

200 ft. lbs. Torque -89K-

Just change input to torque, and stall and K factor changes. ;

Suggested the industry get away from "stall sales".

Sq. Rt. Of torque x stall = K factor

 

700 ft. lbs input torque on 47RE max.

Unlocked it's 85 percent efficient.

Heat is taken off by going into TCC

Heat taken off by fluid flow

 

Raybestes: Manly Tate – Paper-

  • Control mill & saturation
  • Curation process critical
  • Ceramic & Kevlar base elements

PL700 adhesive, run over waterfall coater

1800-2200 cp/ -00025 .0003 mil. Coating on paper

250 degree-2500 psi tear/shear

500 degree-1000 psi tear/

shelf life up to 14 months, avoid light

 

Chrysler 12.5 lining/Dsl,

Tan paper is the standard material

Not in continuous slip

Lining is bonded to plate

Kevlar increases the friction materials thermal stability

The coeff.icient of friction is reduced by adding more Kevlar

Face temp. goes up 700 , with increased slippage

Higher the face /material density the better

PL600- 250psi @ depending on adhesive supplier, test finished bond with MEK

 

 

Chrysler '03

 

48RE-

  • 5.9 converter hub has machined inner impeller hub to run against the stator interlocking seal ring.
  • After Jan. hub is machined (stator) to improve TCC contact
  • Raised apply psi by 5 psi
  • 2 nd gear TCC D-2
  • Compatible with Mopar exhaust brake (in future)
  • Plastic stators blow-up

 

42RLE

  • 606 in RWD, same converter as 42LE
  • '03-3.7 Wrangler
  • Replaces 45RFE, which will then go into 5.7 Hemi
  • The lining has had grooves installed to improve cooling during EMCC.

10" in the 41/42- in '02 placed grooves in friction to allow cooling for EMCC

'03 – went to black phenolic stator and eliminated bearings. It is very fragile, look for cracks before install!

89-90 had a fibre washer, at the stator thrust, which could be used with the new phenolic.

89-90 had hysteresis problem with TCC pronounced by EMCC. The change to phenolic stator and grooved lining eliminated the concern.

'03-3.8 with EMCC and partial TCC apply, must have grooved cover with phenolic stator

PT-Turbo- Special stator due to high torque, any other will cause repeated overheat and failure. (Stator has a 205K)

 

EMCC- Reset could destroy TCC friction in earlier '01 units.

Chrysler eliminated break-in procedure

Abrupt apply complaint with 9602 fluid.when designed for 7176. Aggravated condition

Chrysler Toasts it's lining to prepare it prior to install.

All FWD new cycloidal converters must be machined so all components run parallel.

604 old pump was machine with taper on stator

 

All Chrysler cover pilots are now radiused to prevent hang-up in the crank.

Converter installation suggested for previous non-radiused pilots.

Rotate the converter through a full 540 degrees , Torque each location to 10 ft. lbs then back off ½ turn. Then go to next, next etc. and finish with final torque after all are pre-positioned. The flex plate is a spring.

 

Note:

Torque capacity is less with more material or a wider lining!

As increase line psi, coefficient goes down and component deflection increases.