Brain
Well-Known Member
- Joined
- June 14, 2004
- Messages
- 915
- Reaction score
- 4
- City, State
- Golden, CO
- Year, Model & Trim Level
- '92 4X EB and '91 4X XLT
Next up is torque converters (seems to be a hot topic lately).
Here's a picture of the A4 TC:
and here's the 5R TC:
They look pretty much the same at first glance, but there are a few differences. The pilot on the front (engine side) has different lengths and shapes. Here's the A4's:
and here's the 5R's:
The difference is only on the very tip, where the A4 has a short stub that is chamfered (angled) where the 5R is longer and pretty square on the corners. I thought this was going to be an easy swap because I thought the bushing just pulled out of the end of the crankshaft, but that isn't the case (unless I'm doing something wrong). Here's a picture of the plate that the torque converter bolts up to:
and here's a closeup of the "bushing" that the pilot goes into (yes, the plate has cracked off material around the edges):
Once I pulled the plate off, I thought I'd be able to get the bushing out, but it is a single piece with the crankshaft as far as I can tell. The problem with that is that the crankshaft pilot hole is made for the shorter pilot, so the only way to use the 5R torque converter is to cut off part of the pilot stub (or machine the crankshaft...which do you think is the easiest?).
(edit)-Glacier991 has pointed out that I was incorrect on how far the pilot stud actually goes into the bushing. The 5R torque converter will fit in without modification. Keeps me from grinding off the good stuff . (end edit)
Back to the torque converters. The pump gears are turned by the flat sections on the TC snout. It fits into the inside of the small pump gear.
Here's a picture of the A4 snout:
and the 5R snout:
The torque converter also has a lockup clutch (TCC, or torque converter clutch), which means that it must have a way to energize that internal clutch. Here's a look inside the snout of the A4 unit:
and the 5R:
The space that the front pump seal rides against is more clearly visible in the 5R photo. So what do these seals look like? The one on the left is from the A4 (black w a angled split), the center one is from the 5R (yellow with a blunt cut), and the one on the right is the updated one for the 5R (grey teflon impregnated without a cut). The grey one is a b1+(h to get on, and I'm not completely sure stretching it over the end of the pump didn't permanently deform it, but it is on there now.
Here's a closer look at the front of the pump (5R):
and the back of the pump (5R):
The things pointed out in these two pictures are the same for the A4 and the 5R.
Here's a picture of the A4 TC:
and here's the 5R TC:
They look pretty much the same at first glance, but there are a few differences. The pilot on the front (engine side) has different lengths and shapes. Here's the A4's:
and here's the 5R's:
The difference is only on the very tip, where the A4 has a short stub that is chamfered (angled) where the 5R is longer and pretty square on the corners. I thought this was going to be an easy swap because I thought the bushing just pulled out of the end of the crankshaft, but that isn't the case (unless I'm doing something wrong). Here's a picture of the plate that the torque converter bolts up to:
and here's a closeup of the "bushing" that the pilot goes into (yes, the plate has cracked off material around the edges):
Once I pulled the plate off, I thought I'd be able to get the bushing out, but it is a single piece with the crankshaft as far as I can tell. The problem with that is that the crankshaft pilot hole is made for the shorter pilot, so the only way to use the 5R torque converter is to cut off part of the pilot stub (or machine the crankshaft...which do you think is the easiest?).
(edit)-Glacier991 has pointed out that I was incorrect on how far the pilot stud actually goes into the bushing. The 5R torque converter will fit in without modification. Keeps me from grinding off the good stuff . (end edit)
Back to the torque converters. The pump gears are turned by the flat sections on the TC snout. It fits into the inside of the small pump gear.
Here's a picture of the A4 snout:
and the 5R snout:
The torque converter also has a lockup clutch (TCC, or torque converter clutch), which means that it must have a way to energize that internal clutch. Here's a look inside the snout of the A4 unit:
and the 5R:
The space that the front pump seal rides against is more clearly visible in the 5R photo. So what do these seals look like? The one on the left is from the A4 (black w a angled split), the center one is from the 5R (yellow with a blunt cut), and the one on the right is the updated one for the 5R (grey teflon impregnated without a cut). The grey one is a b1+(h to get on, and I'm not completely sure stretching it over the end of the pump didn't permanently deform it, but it is on there now.
Here's a closer look at the front of the pump (5R):
and the back of the pump (5R):
The things pointed out in these two pictures are the same for the A4 and the 5R.